AMERICAN
RAILROM JOURNAL
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NEW YORK
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V. 17, 1844
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K.F. W^NDT LIBRARY :
UW COLLEGE OF ENGR.
21 5 N. RANDALL AVENUE
MADISON, Wl 53706
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.; .^ii^;yv.,..;:,Ba^^o-.?:; AMERICAN :'^;■I/^ve/^:w•;^t-^•:r .; .:
RAILROAD JOURNAL,
:^*^f ■ ■ MECH ANICS' MAGAZ1NE.!B^'- ;■■ ■
Published Monthly at 23 Chambers-st New York, J ^ By GEO C. SCHAEFFER, uul
at 92 a-year, in advance, or 3 copies for tS. S ^ D. K. MINOR, Editors.
No^ 1 Vol. 2 e " TATVTTTARV 1R44 5 Wh°l« No. 438.
Third Series.
,^\ " JANUARY, 1844. S'^vt.x°Vii*'
For the American Railroad Journal and Mechanics' Magazine.
COST OF TRANSPORTATION ON RAILROADS. BY CHARLES ELLET, JR. CIV. ENO.
:'":;;; '-,'1' ' (Continued from page 362>ji j >•■•:•"--»''..
,*; I propose now to continue to produce those detkits of the cost of transpor-
tation on railroads, which enter into the approximate formula for the compu-
tation of the average annual charges, preparatory to the indication of cer-
tain modifications, which, in time, will be found necessary, in order to adapt
the expression more strictly to the various cases which occur in practice. A
reference to the table contained in a previous number of this Journal, (page
348) will show with what accuracy the formula, in its present state, applies
to almost every variety of roads in the Union.
But it will occur to the experienced reader, that there are certain sections
of the country on which the cost of fuel is exceedingly light ; others where
it is very great ; that there are some lines provided with a double track ;
some on which the engines are unusually large, or on which the company
are exposed to peculiar causes of expenditure. It will be readily conceded,
therefore, that a formula strictly applicable to all these cases, ought to be ex-
pressed in more terms than the mere length of the line, the tonnage, the tra-
vel, and the miles run by the locomotive engines — which are all the quanti-
ties that appear in the rule which has been presented. But yet we have
seen that that formula, as it is, does apply and give consistent results, and re-
sults quite close enough for almost any useful practical purpose, without any
correction for these varying conditions. This circumstance, therefore, needs
explanation ; but before explanation can be advantageously offered, I must
lay before the reader certain details which have been used in the construction
of the formula. In anticipation of this explanation, however, I may observe
that the true cause is, that these circumstances, which disturb the action of
the general law, have very little influence compared with the value of the
great items which compose the formula. I shall return to this subject again j
but at present we may proceed with the determination of the values of the
detail of expenses, and leave the slight corrections to be applied in conse-
Cost of Transportation on Railroads.
quence of these irregularities — irregularities chiefly in the prices of labor
and materials — for the sequel. The reports of the various companies for
the current year,, will shortly be published; and by introducing the result?
which it is to be presumed they will exhibit, under an improving system o!
economy, I hope to be able to make a still closer approximation to the truth.
We shall have also, in a few weeks, the results of the year's operations on
the Philadelphia and Reading railroad, from which we shall be able to veri-
fy experimentally, the influence on the cost attributable to a very large trade
conducted under remarkably favorable circumstances.
I propose to consider next — ' ' ■';
.,v The Cost of Fuel. — It is obvious t6 every one that the consumption of '
fuel depends on the construction and power of the engine, the gradients of
the road on which it operates, and the load which is conveyed. The cost of
fuel really depends, in some measure, on these circumstances, but chiefly, in
practice, on the price of wood ; for in this country the price of a cord of
wood is much mor'i variable than any other element which aflTects the value
of fuel, or the value of motive power. ■ :- (--'''i''^. ',■<-
' The following table of the distance run by the locomotive engines in dif- :
ferent parts of the country, together with the annual aggregate expense of'^
fuel, and the reduced expense, per mile run, will serve to exemplify thi»A'
point. - V
■■:-: ■ - -^.i:-,^- Table of the Expense of Fuel. - ■ i'^^'^* < ' l^i'^?%
Nam« of Road.
Georgia road, *
Central road.
South Carolina road,
Portsmouth and Roanoke,
Petersburg road,
Baltimore and Ohio,
Baltimore and Susquehanna,
Utica and Schenectady,
Philadelphia and Columbia,
New York and Erie,
Reading road,
Norwich and Worcester,
Western road.
Providence road,
Year.
1842
1842
1842
1842
1842
1843
1842
1841
1842
1842
1842
1842
1842
1842
Distance
mn by en-
gines.
Miles.
152.873
102,145
260,324
96,000
131,160
509,765
128,349
155,828
261,714
24,564
198,055
144,321
397.295
120,000
Expense
of
fuel.
Dolls.
6,405
4,810
13.950
4iroo
8,200
33,447
8,981
11,000
22,000
2,744
19,002
14,662
50,774
17,548
Cost of
fuel pr.
mile.
CIS.
42
47
53
49
62
66
70
71
8-4
111
96
102
128
146
Remarks.
South'n roads,
avera<~- '^ '-
average 5 cts.
Roads in mid-
1- die States,
average 9 cts.
^ New England
> Roads,
) average 13 cts.
[Note. — The expense of fuel on the New York and Erie road includes
the cost of sawing, and the loading of the tenders. The engines on this road,
as well as a part of those on the Reading and Western roads, carry very
heavy freight trains.]
On inspecting this table we observe that the cost of fuel for each mile tra-
velled by the engines, increases very uniformly as we proceed from south to
north. We know, also, that the price of wood likewise increases on the
route, though not precisely in the same proportion. Wood is worth, on the
Cost of TratuporkUion oil Railroads. H
average, two and a half times as much in New England as it is in Georgia
— ^but there are roads in New England on which the expenditure for fuel is
from three to four times as much as it is on some of those of Georgia. This
difference is not wholly attributable to variations in price, but depends, in
part, on the size of the engines, and the magnitude of the trains conveyed.
The engines on the southern roads, are, in general, not quite so heavy, nor
80 heavily loaded, as those used on several of the northern lines — a circum-
stance which somewhat, though not very materially, influences the result.
Waiving the influence of this consideration, and regarding the engines as of
nearly the same average weight on all these lines, this table will supply us
at once with a correction to the formula, which we may apply when we de-
sire to approximate more closely to the actual expenses, ^vi'-t '•,'>' :;.UU
The formula, for computing the aggregate annual e^-penscs of a railroad,
is based on an average cost of fuel of 9 cents per mile run. '';" , ■';~^"''j^
"' In making the application, from year to year, we shall find that the re-
sults which it supplies will need to be modified, and that this modification
will be equal to an addition of 4 cents per mile run for the New Engknd
roads, and a reduction of 4 cents per mile run for the Southern roads.
Wages of Train Hands. — It is the practice of many companies to in-
clude the wq^ges of enginemen, firemen, conductors, breakmen, etc., in the
item of fuel and salaries ; of others to combine them with oil and repairs of
engines and cars. Indeed, the heterogeneous mixture of items, which are
presented to the public in a lump, cannot but lead sometimes to the conclu-
sion that it is the object of the report to conceal the naked truth. It cannot
be supposed that any company mingle such dissimilar items together in their
own books ; and as it is really easier to copy off the items under their sep-
arate heads, than to add them together and present them in a mass, it must
be supposed that the object of the condensation of matter is to prevent an in-
timate'acquaintance with their affairs. This inference is strengthened, in
ray estimation, by the fact that the accounts of those companies which pur-
sue this course, exhibit an annual, and sometimes vast, augmentation of cap-
ital. By keeping the items concealed, the public are forbidden from ascer-
taining what portion of the ordinary current charges go to swell the annual
charge to construction, and the deception is thereby practised longer with
impunity. There are certainly some remarkable exceptions which might
be named as good models for imitation. The accounts of the Georgia road
are always presented with clearness and accuracy ; and though they might
be greatly improved by the addition of the net and gross tonnage, ahd travel
conveyed one mile, they exhibit, in their present state, a much better appre-
ciation of the importance of knowing the precise and detailed condition of
their business, than is observable in the statements of other similar institu-
tions. ..■,■,-.:;„:•-, :-■•.",■•-■■--■_:'-, -■.:'; :•:"•■:'-■:'■■■:-:■'■-:"■';-..■■;,-. ■■■;-■'■;■■■■■"■.-■■:■;■■
The report of the Baltimore and Ohio company, for the current year,
also stands out conspicuous amidst the general confusion j and as ought to be
jd Cost of TransporUUion on Railroads, 1
expected, every item of expenditure on that line compares adTantageoQsIy •'
with the same item on any other road in the country.
The directors of the Norwich "and Worcester road in New England,
have published a table which might be made valuable, but it is actually ren-
dered almost useless for want of the amount of the business transacted. The
number of tons of goods, and the number of passengers conveyed one mile,
ought to have been stated, and the different classes of wages should have
been separately given. It is of little use to tell us the exact amount of expen- ;,
ses incurred in the transportation of freight without informing us of the
amount of freight transported.
The directors of the Western road have also presented much valuable do- „
tail ; but they have failed to exhibit the item of " services" under appropriate ]-
heads. No correct judgement can be formed of the economy of the admin- '
istration of a line on which the salaries of agents and superintendants, pres-
ident and engineer, train-hands and woodcutters, clerks and ticket-men, are
condensed into one total. The separation of this column — the accurate ad-
dition of the number of passengers carried one mile, and the quantities of :
each sort of fuel consumed — would render the report of this company a
most valuable document, t trust that they will not be detered from continu-
ing this detailed exhibition of their affairs, when their road and machinery
begin to manifest some of the effects of time and use. •
In conesquence of this mingling of items, I am imable to separate, with
the desirable precision, the sum paid on many roads for wages to the engine
hands, from that paid to the conductors and brakemen. For this reason 1
find it convenient to include the wages of all the train hands in the item of lo-
comotive power. This item must, accordingly, be expected to vary with the
magnitude of the train, and, somewhat, with the acclivities of the gradients :
heavier gradients and the larger trains requiring usually a greater number
of breakmen. . -
The variations consequent on this cause, are, however, very small ; and
we will come exceedingly near the truth by this formula,
for the value of the wages to the train hands, in cents, for each mile trar-
elled by the train — t standing for the average number of tons of freight in
each tram. The correctness of this approximation will be seen by a glance
at the following table. •• r-r-..i^ . - • - > ;^ | . , ,_
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Cost of Trausportation on Railroads.
\ TABLE. 1
Name of Road.
Year.
1841
1842
1842
1843
1842
1842
1841
1842
Miles run.
Wages
to train
hands.
Dolls.
5,785
17,752
10,799
31,161
14,774
12,666
14,558
2,814
Wages
P."
mile.
Cts.
70
90
80
61
80
8-3
110
115
Remarks.
Reading road,
Reading road,
Boston and Providence,
Baltimore and Ohio,
Eastern road, ^ ,^
Georgia road,
Petersburgh road.
New York and Erie,
83,717
198,055
132,229
509,765
184,127
152,873
131,160
24,564
With moderate trains.
With heavier trains.
Medium trains.
|[ Light trains and
I heavy grades.
Trains on both these
roads are moderate.
The Petersburg road was
worked at disadvantage
in 1810 and 1841. •rte
» freight trains on the
New York and Erie
road are unusually
large.
The average value of wages, excepting for roads on which the trains are
excessively large, may be safely and justly assumed at 8 cents per mile run.
- Oil and Tallow for Engines. — The expense of oil is certainly a very
small matter, when compared with the aggregate yearly charges against a
railroad company ; but it is a very important matter for every company to
know exactly what this, and every other item of expense really is, and
ought to be, in order to judge of the possible ameliorations of their manage^
ment. On the Georgia road, in 1840, the mere greasing of the engines
amounted to more than 4 per cent, of the aggregate charges of the compa-
ny. In 1842, this item \^s reduced down to less than 1^ per cent.
As another example of the effect of the same sort of economy in the de-
tail— in small matters — may be adduced the curious fact, that the sum paid
for oil by the Philadelphia and Baltimore railroad company, in 1841^
amounted to $6,131, and in 1842 it was reduced down to $2,151. In the year
1841 it amounted to 3f cents per mile run, and in 1842 it scarcely exceeded'
1-J- cents per mile run by the trains.
The expense of oil is generally included under the head, " fuel, oil, sala-
ries, general and incidental expenses, etc. ;" " fuel, oil, salaries, wages, load-
ing merchandize, and miscellaneous expenses ;" " wages, fuel, oil, etc."
This method of condensing accounts is so general, that out of the reports of
more than thirty railroad companies for the year 1843, now on my table, I
am able to select but the three following, from which the cost of oil, consu-
med by the engines, can be obtained separate from other items.
j TABLE. 1
Name of Road.
Year.
1842
1843
1842
Miles run
by
engines.
153,873
509,765
261,744
Cost of
oil for
engines.
Dolls.
1,411
4,399
3,104
Cost per
mile
ran.
Remarks.
Georgia road, ..
Baltimore and Ohio,
Philad. and Columbia,
Cts.
9
9
12
Cotton waste is incladad
in the charge on the Bal-
timore and Ohio, and be-
lieved to be included
in that of the Georgia
road.
Including oil for sta-
tionary engines.
6.
tfci
Cost of Transportation on Railroads.
This table would seem to justify the assumption of 9 mills per mile runj
for the consumption of oil and cotton waste by the engine and tender alona
There is to be found a considerable list of reports in which the aggregate
consumption of oil by engines, tenders, and cars, may be separated from all
other items. I have also some manuscript statements from which these
items can be obtained. The following table exhibits the aggregate cost of
oil for various lines, and the cost reduced to the mile travelled by the train.
I Z TABLE. i
Name of Road.
Central road,
Reading road,
Reading road.
South Carolina road,
Utica and Schenectady
Philad. and Baltimore
Georgia road,
Norwich and Worces.,
Western road.
New York and Erie,
Baltimore and Ohio,
Vear.
Miles rnn
by
trains.
1842 102,145
1841 83,717
1842 1^8,055
1842 260,324
1841 1 155,828
18421177,859
18421153,873
18421144,321
1842 397,295
1842
1843
24,564
509,765
C'st of oil • Cost per |
for eng's
mile
& trains.
Dolls.
run.
Cts.
1,103
10
1,621
19
! 3,936
20
2,784
11
3,500
22
2,151
12
1,821
12
1,947
14
9,215
23
481
20
7,201
14
Remarks.
Light trains, i ' " •:c'
Heavier trains,
Still larger aver, trains,
Not strictly accurate,
Chiefly passe' g'r trains.
Trains equal preced'g,
Wei't of trains unkn'n.
Heavy trains.
Heavy freight trains,
Lighter trains.
The consumption of oil and tallow may be estimated, in general, at 9
mills per mile run for the engine and tender, and an additional allowance of
\ mill for each ton net conveyed one mile. *•' ■'-'^'>, ' ji- ^-1"^ i'i'-f --.T'-
I have also the consumption of oil and tallow for some other lines, but
as these statements manifest great and censurable extravagance, and cannot
be used to show the necessary expenditure on a well conducted road, I have
not included them in the preceding list.
Sawing Wood, Pumping vVaier, and Loading Tenders. — It is not easy
to collect facts which will exhibit the actual cost of the items included un-
der the present head for many roads ; but it is very easy to estimate their
average value by direct calculation. We know that it is worth, on the av-
erage, about 40 cents per cord to saw the wood suitably for this purpose:
and we know also that a cord of wood is sufficient to supply the consump-
tion of the engine while running about 40 miles. It is, therefore, worth
one cent per mile run, to cut the wood for this purpose. To load the tend-
ers, where the business is regular and great, is worth about 20 cents per
cord, or a half cent per mile run. The cost of raising the water depends
more on the conveniences aflforded by the situation. If we assume the aver-
age lift at 30 feet, the labor of a man will be equal to raisipg about 40,000
pounds per diem. Engines usually consume from 300 to 400 pounds of
water per mile run, which brings the cost of pumping to about the. j-J-jj- of
a day's labor — or about 8 mills per mile run. These items make together
2J cents per mile run. i , 1 '^. -^K"|-
The result of experience lor two roads is given in the following' •' ■'-'■-
'.• -'.'r - *; -^ .^i ■
Notes on Pactical Eugineenng.
TABLE.
Cost of sawing
loading
and pumping.
Name of Road.
Boston and Providence,
Philadelphia and Columbia,
Year.
1842
1842
Miles run
by
engines.
l2o;6oo"
261,774
Cost pet
mile.
$3,266
6,989
27
23
Average, 2^ cts.
80
274
Locomotive Power. — We have now gone over the items in detail which
compose the cost of locomotive power, and are, therefore, prepared to surn
them up, and compare the aggregate of the averages with the amount at
which it is stated in the formula, proposed for the computation of the aggre-
gate annual expenses. These items are ;" " ; '^-■^':- ' ^■
Cents-
Repairs of engines and tenders per mile run, ... 70
Fuel per mile run, ->,;,;>,.,;. 3>^^«;._.^,v>^^^ » —
Wages of train hands per mile run, .:'^: • • -
Oil for engines and tenders, per mile run, -
Sawing wood, loading tenders, and pumping water, per mile run,
Cost of locomotive power per mile run, -
It will, of course, be recollected that this result is independent of the in-
jury to* the road, which we have considered tinder the usual head of " extra-
ordinary expenses*" 1 , . : ■ : -is^^^A . .- •.." \ ' ■iv.k
The only divisiojj of these expenses which is liable to material variation,
is the cost of fuel, the price of which varies with the localities. I have al-
ready offered an approximate correction of this item, which may be employ-
ed for 'general investigations ; and shall shortly take occasion to present a
more accurate formula for its computation, based upon a very extensive ex-
perience.
It might seem to the general reader, that after presenting the cost of re-
pairs of the road, engines and cars ; the value of fuel and wages of train hands ;
the consumption of oil, and the injury to the iron, that there would remain
but little more to adduce in the premises ; but I have yet a very important
division of the subject to discuss, which is much too frequently overlooked
in investigations of this character.
There are other extraojdinary expenses, and certain contingencies which
go far to swell the annual charges on every line — without any exception in
behalf of the most favorably situated, or of those -^hich are most economi-
cally administered. .;v /..;'; •; ;, '
I proposed, in a former article, to offer an estimate of the probable expen-
ses on a railroad in active operation for the present year, which is now the
object of much attention and interest, in order to exhibit an application of
the formula in anticipation of the publication of the company's next report
I take the? Philadelphia and Reading railroad for this purpose ; and assume
that it will this year give transit to 250,000 tons of freight, and 40,000 passen-
gers. The application of the formula to this work — making proper allow-
ances for its gradients and drawbacks, and facilities for unloading, and hav-
/
8 . Notes on Practical Engineering. j,
ing due respect to its age-j-will produce for the aggregate expenses, the
sum of $265,000. i '^^^'l
This estimate, of course, refers only to the apparent expenses, and in
eludes no part of those reserved charges — such as the wear of iron — which
are usually denominated "extraordinary expenses" because they are not gen-
erally of annual recurrence. The durability of iron rails I assume at about
800,000 tons — while they are estimated by tte enthusiastic friends of the Rea-
ding railroad, at 12,500,000 tons. Where such immense differences ex-
ist, time must decide the question. I trust that time may not show that I,
even, am too sanguine and expect more from the railroad system than it is
capable of rendering.
'" "'' " ■■■' ■ -^fe<>'
(To be continued.) > '. ^V-
NOTES ON PRACTICAL ENGINEERING. ^NO. 4.
• ■• . .. ■ ' ^ Bridges. ^ ^'^ -
In looking back at the different kinds of bridges which have been built
during the last ten or twelve years, it is obvious that there is a fashion which
rages for a certain time when some particular bridge is generally adopted
for new structures, but which soon falls out of use and is succeeded by an-
other temporary occupant of public favor.
Lattice bridges were much in vogue some eight or ten years since and
were very extensively introduced on railways. Where the span does not
exceed 100 feet and where the roadway can be carried on the top of the fra-
ming so as to admit of vertical transverse bracing, this plan does very well.
There is, in Weale's bridges, an engraving of one of these structures simi-
lar to the bridge over the Hudson at Troy, built with double lattice and for
a double track with suspending posts in the middle. The span at Troy is 180
feet and the bridge is by no means stiff. The same remark may be applied
'to a similar bridge of about the same span on the Harlem railway. These
bridges require very good horizontal bracing to keep them in shape, they
must be weather boarded, they require a large quantity of timber and they
burn with a rapidity almost incredible. Thes disadvantages have besn the
means of banishing them from railways in this country though an Eng-
lish engineer introduced them on a railway in England only a few years
since.
A very ingeriious modification of this bridge was devised by Mr. Haupl,
of Philadelphia and an account of it with a sketch of the bridge was pub-
lished in this Journal.
Col. Long's bridge is very well known throughout the Union. It is a
good specimen of carpentry, is very stiff, does well without boarding in, but
after a few years the pressure of the braces splits off the shoulders of the
posts against which they abut, that is if the posts nearest the abutment, the
pressure of course diminishing towards the centre of the span.
In order to obviate this difficulty, Messrs. Hazard & Co., contractors, in-
troduced a set of braces radiating from the abutment to the head of each
post, or rather pair of posts, and occupying the space allotted to the coimter
1iiCm»M •^■'■^ii Wt-I-M' ----•''•*'-' ■*■ ' i--
Notes 0% Practicai Engineering. •
brace in Long's bridge. Numerous structures of tjiis kind have been put
up and are well spoken of.
Another contractor, Mr. Howe, designed and erected the railway bridge
over the Connecticut at Springfield in which iron rods supply the places of
the posts ; the braces, which are of timber, cross each other in the style of
lattice work. There are, however, two braces and one counter brace, the
vertical rods passing on either side of the latter. There is perhaps less work
on this bridge than on any other, and the braces and rods may be very easi-
ly replaced. It is not screwed in. The wood work of this bridge is a son
of compound of the bridges of Town (lattice) and Col. Long.
* The architectural effect of these different bridges is what might be expec-
ted from an enormous square box and, whether boarded in or not, may be
safely put down as a minimum. They all avoid the arch, which adds so
much to the strength of Burr's bridge, a structure which the \vriter has gen-
erally found deficient in stiffness, though it is proper to say that his acquaint-
ance with it is less extensive than with others. Although generally roofed
and boarded in, the arches take off something of the dull rigid outline by
running beneath the floor at the haunches. Where, however, floods ap-
proach the floor of the bridge, this springing of the arches lower down on
the abutment is obviously attended with inconvenience and even danger in
some cases.
In short spans it will be generally admitted that the old plan with two
queen posts and good iron straps is the cheapest and at least as good as any
other. For common road bridges, this mode of construction has been used
in spans of considerable length and is applicable to railway bridges at least
as far as 60 feet. It is a good plan to carry iron rods from the ends of the
braces and straining beam near the head of the queen post down through
the strings, instead of merely passing them through the strings or tie beam
and bolting them to the lower end of the queen posts.
Indeed too little iron has been used in many American bridges, and al-
though Dr. Robison says, " a skilful carpenter never employs many straps,
considering them as auxiliaries foreign to his art," the experience of this
country in Fattice bridges. Long's bridges and others where reliance has been
placed on the lateral cohesion of the fibres in the shoulders of the posts in
Long's and Burr's plans, and on the close fit of the pins in lattice bridges,
would appear to indicate the propriety of introducing a greater quantity of
iron as well as bestowing greater attention on the dimensions and minor de-
tails— as heads, washers, threads — than has been done in many instances.
In looking at the various parts of an English wooden bridge, an experi-
enced eye sees at a glance that no labor has been spared on details ; that the
minutiae have deen carefully weighed even in designing a bridge 5 or 6 feet
•wide to enable the horses to cross a canal. Although their comparative du-
rability cannot well be known, it must be admitted, that with the same quan-
tity of material and but little if any more labor in the construction, they pre-
sent an appearance of neatness, finish and adaptation to the object aimed at,
Remarks on Mr. Ellei's Formula.'
which will be found in very few American wooden bridges. It would, how-
ever be unfair to the American engineer to stop here. It is unfortunately
the custom* here to give a preference — in the case of road bridges — to some
builder or contractor, often a patentee of some plan infinitely more ingenious . *
than judicious, over the educated and experienced engineer, whose promises,
before the conunencement of a work, fall as far short of those of his rivals
as his actual performances exceed the crude and almost invariably more cost- •
ly productions of these people.
■'Now the English bridges with which we become familiar through the
various publications of the day, are all or nearly all designed by members
of the profession or persons well qualified by education, experience and char- :
acter, and the result is precisely what might be expected. In the case of -
stone arches on some American railways, the design and execution of the
work would confer credit on any engineer in any country, but such opportu-
nities are of rare occurrence. This very circumstance shows what might
be expected from the profession in this country were arches of stone more
generally adopted, and the excellence, abundance, and almost infinite variety
of the material must at some future day cause many of the smaller streams to
be adorned with these unrivalled structures. Many wooden bridges on railways
are brought down by the grade of the line as near as possible to high water
mark, hence there is comparatively little opportunity for architectural effect
in such ca.ses. With road bridges this is not generelly the case, and a rise
of a few feet in the centre of the span is no objection. There is a very good
specimen of a road bridge in the Civil Engineer and Architect's Journal,
vol. I, p. 177, and all must recollect the elegant and graceful " Pont du Ca-
rousel" by M. Polenceau, constructed of 'cast iron and timber, a combination
which may be introduced in an endless variety of ways and proportions, and
which the great improvement in the quality and the gradual reduction in the
price of American castings renders well worthy of our attention. ^
New York, Dec, 1843. W. R. C.
For the American Railroad Journal and Mechanics' Magazine.
I have read with some surprise a series of articles which have appeared
in the Journal on Uie " Cost of transportation on railroads, by C. Ellet, Jr.
C. E." Had the statement been perfectly correct and Mr. E. had succeed- ;
ed, as I do not doubt he has, in producing a formula which will come with- .
in 12 per cent of the expenses from the known business on any particular > . ^
road, I am still to learn to what use it can be applied. My object, however,
at present, is not to discuss the formula but to correct some gross mis-state-
ments which have appeared in the last two articles, in relation to the South (
Carolina railroad, and then leave your readers to judge how much confi-
dence is to be placed in what he says of the other roads. If what he ad-
vances in relation to the cost of renewing the iron on railroads be true, rail- -
road companies cannot too soon get rid of such unprofitable property.
In his comparative statement of the actual and calculated expenses of the
South Carolina railroad for 1842, the through tonnage is put down at 27,- ^
■ "V ... - . . • - - .•■■.._-f ■• .- J- _■■'.'■" • .▼' .--,, wt.' ■
i2«i»arA5 071 Mr. Ellefs Formula. -.-'■■tMk
000, and through passengers at 24,000. The income from freight during
that year was $192,823, which divided by $8, about the charge for trans-
porting a ton over the road, gives 24,000 ; and the receipts from passen-
gers for the same time were $127,684, and this divided by $8, the charge
for a through passenger, gives for the total through passengers 16,000. The
expenses calculated by the formula for 24,000 tons and 16,000 passengers,
will be $200,500, in place of $214,000, or an error of 12 per cent, in place
of 6 per cent. In the same statement, the expenses of the Western road are
quoted at $256,619, in place of $266,619, as stated in the company's report,
or an error of 4 in place of 0.
To the statement of the cost of repairs of engines on the Georgia railroad,
Mr. E. appends this note — " This company have added to the usual division
of their expenses into ordinary and extraordinay repairs, the new classifica-
tion of ' improvements to engines ;' " not being able to conceive that a small
stock of engines could run 153,000 miles and be matei^jally improved by it,
I regard these " improvements" as expenses. I cannot conceive how any
stock of engines could be improved by running 153,000 miles ; neither do the
Georgia railroad company say that theirs were, but they do say that two of
their engines were improved by expending $950, in substituting " small driv-
ing wheels and large cylinders" for " large driving wheels and small cylin-
ders," and that these and other improvements have enabled them to dispose
of one of their " small stock" of 12 engines. Moreover, the company have
charged these improvements to " cost of repairs of engines," and have not,
as they might have done, credited the " cost of repairs," with the proceeds
of the engine which these improvements enabled them to part with.
' Mr. EUet says, " the first iron used on the South Carolina road was des-
troyed in less than six years — after it had borne about 130,000 through tons
and 120,000 through passengers, and the locomotives had made 10,000
through trips." The iron was destroyed in less than six years ! The com-
pany in their report of November, 1833, state that the iron delivered on the
road cost $109,453 80 ; in their report of July, 1841, and in all their sub-
sequent semi-annual reports, there is credited to cost of construction " old
iron sold $92,321 75," the sum which was received for 1,800 or 2,000 tons,
three-forths of the original weight. From this it will require no prophet to
inform Mr. Ellet that the iron which originally cost the company delivered
on the road, $40 per ton, was sold by them for nearly $50 ! after^it had been
" destroyed in less than six years." Of the remainder of the iron, a large
portion still remains in the depot tracks and turn outs on 136 miles of road,
little short, I should suppose, of 10 miles ; much has been used in the work
shop in the construction and repairs of locomotives and cars, and many other
purposes ; and lastly, some of it was loaned to the contractors for earth work
on the Louisville, Cincinnati and Charleston railroad, and bore a transporta-
tion of 40,000 or 50,000 cubic yards of sand and hard pan, equivalent to
^ghty thousan(l tons besides the cars, (as some of the contractors, much
to their sorrow, can testify,) or more than one-half the tonnage which wsi
9 I Aattimore ani Ohio Railroad tteport.
sufficient to destroy it, and this, mind you, after it had already been de-
stroyed, and what is quite as wonderful, the company were foolish enough
to receive it back again without making any charge for the use of it, con-
sidering that it had not been materially injured. Here, at least, is one iron
rail that could not be considered " bad." From what I have here stated, I
think it will not be a very unfair conclusion to draw, that the iron which
" was destroyed in less than six years," afterwards brought the company in
cash, and in other shapes, as much as it originally cost them delivered on
the road ; and that in this case, ■_:;i--—r-(~.':s^.-^'---^:.^-
a N+ft T+c P=0.
'This may be no exception to the rule, but like the engines on the Worcester
road, is certainly a case in which the formula does not apply. Trusting
that your correspondents will furnish you with sufficient authentic data to
come within $1,000 of the value of the above expression, I will conclude
these remarks with the following quere. Recollecting that " the destruction
of the T or H rail will be greater'^ than that of the plate rail, in other
words, the heavier the rail the faster it wears, if a plate rail weighing 12 or
13 lbs. per yard can bear the transportation of 80,000 tons after it has been"
- destroyed, without being materially injured by it, how much can be trans-
ported over a rail weighing 60 lbs. per yard, (like that on the Reading road)
, without rendering it unfit for use ? * "^ d.
;,.: \ : -'■- '\—}^
BALTIMORE AND OHIO RAILROAD REPORt FOR 1843.
For this report, as for many other favors, we are indebted to Mr. B. H.
Latrobe, the chief engineer, who will please accept our thanks.
From this report we learn the following facts, viz : T^^'f-'f^ ' •
1st, That on the main stem the rates were reduced on passengers 25 per
cent., and on tonnage 30 per Cent. ; and that the number of passengers has
more than doubled, and the tonnage nearly doubled ; while on the Wash-
ington road the number of passengers has fallen off 17 per cent, and the ton-
nage 8, where the rates were not reduced, notwithstanding the roads south of
Washington materially reduced their rates, and thus gave this road the benefit. ,
2nd. That the cost of transportation has been reduced on the main stem,
on feight, fifteen per cent., and on passengers fifty-six per cent. ; while on
the Washington road the cost of working the road, during the past year *
with d^ reduced business, is only $46 less than the previous year.
3d. That the excess of nett revenue, on thfe main stem, this year over the I
past, is on passengers $93,440, and on freight, $55,401 ; while the nett re-
venue on the Washington road is less than last year. It is to be borne in
mind, however, that the ^ extension of the main stem to Cumberland hat
mainly, or largely, contributed to this increase.
The report shows an encouraging state of affairs, and calls loudly on the ".;
citizens of Baltimore and of Maryland to push forward this important work, ;.-
and we hope to learn soon that efficient measures have been adopted for e^
tending the road to the Ohio river.
-:*^^JAi"l^;*^JlrI>^•-J.'W.■^!*u
>-j; ;■;;;':..: :::-;^-,:. _; 7 TSdtlmort; df^X)kio ReMrbad Re^&^'y' :^-\ ^^'^[.'.'9-'
We have watched, with deep interest, for nearly fifteen years, the progress
of this work ; and it is nearly twelve years since the reports of the company'
((Pre published in this Journal, and although exceedingly anxious to exam-
ine the work, yet, not until the past summer was the writer able to visit and
pass over it, though frequently invited so to do. In June last, while on a
short visit to the monumental city, we availed ourself of a polite invitation
from the chief engineer to accompany him over the road to Cumberland,
'.which afforded us an opportunity to form a better idea of the labors performed
by this pioneer company. It has truly been a herculean work, especially
when we consider the difficulties to be surmounted, and the limited experi-
ience in relation to the construction and working of railways when it was
, commenced. But the main difficulties are overcome, and the vast impor-
tance to Baltimore of its speedy completion are becoming daily more evident
»and of course renewed efforts will be made this winter to provide the means
-for prosecuting the work vigorously next season ; and it is to be hoped that
••'the citizens of Baltimore, who have done so much in the cause of railroads,
may, at an early day, derive all the benefits which they have anticipated from
this noble work.
With the facts contained in this report before them, it is to be hoped that
.'the legislature of Maryland will adopt measures authorizing the company
to reduce the fare on the Washington road, in accordance with the spirit of
^ the times, and thus increase the profits next year. Of one result they may
rest assured, and that is, that if they do not reduce their rates, the travelling
'^community will avoid this road, when they can do so, and thus reduce their
income. It is a fact now well established, that in most cases, where the
, rates have been reduced, the travel has so increased as to augment the nett
V revenue ; and it will be so on this road, we have not a doubt, as it would be
*ibetween New York and Philadelphia by a reduction of the fare to $3,*or
even to $2 50 — which we hope may soon be done. ^ ^i
[: At a meeting of the stockholders held pursuant to the charter, on the se-
i, cond Monday of October, 1843, in the city of Baltimore, the president and
^directors of the Bahimore and Ohio railroad company submitted the foUow-
:^ ing report and statement of the affairs of the company :
*. In the last annual report it was stated that the road would be completed
„to Cumberland between the first and tenth of November, 1842. It was ac-
cordingly opened on the fifth of the month, and has ever since been in oper-
x^ ation from that point ; thus accomplishing another, and by far the most im-
..portant step towards the extension of this great work to its final destination.
X The new part of the road west of Harper's Ferry may be said thus far
\\o have answered the expectations of the board * and, independently of the
, necessary expense of keying up the bridges, requiring an inconsiderable ex-
'"'penditure in the adjustment of its parts.
During the past season, however, many parts of the country between
. Harper's Ferry and Cumberland have been visiled with several freshets of
' unexampled power ; the water suddenly rising on two occa^ons some feet
higher than was ever before observed ; and either sleeping away or materi-
ally injuring various works and descriptions of property throughout the
^country, which had successfully withstood all previous floods.
, - ^ • ' • ' ., 'ij ,.
-» I
Ill Baltimore and Ohio Railroad Report.
At three points within three miles of Harper's Ferry, one of the freshets
did considerable damage to the railroad, by carrying away three of the cul» .;>
verts and portions of the embankment. At one of the culverts near the Ut^
tie Cacapon, some slight damage was also sustained. The injuries, hdP*
ever, were temporarily repaired with such despatch as that the travel was
interrupted over those parts of the road for a few hours only, and the trans-
portation of burthen for not more than three days.
To repair permanently the damage, and to place the culverts beyond
the reach of even a higher rise in the water, may be expected to increase the
expense of repairs in the current year about $15,000, being upwards of
82,000 less than the surplus on hand from the year just ended.
All the other part of the road withstood without injury the force of these
unexampled floods ; and their strength may be considered sufficiently testefi
to inspire new confidence in their future stability.
In consequence of the opening of the road to Cumberland, and upon the
commencement of the spring trade and travel, the charges for transportation,
both of passengers and merchandize, upon the Pennsylvania lines were
considerably reduced, and throughout the year have been kept at rates which
it is believed are not required by the public nor justified by the true interests
of the works. Nevertheless, to meet such competition, and to enjoy any
share of the trade, it became necessary that the board should reduce the
charges upon the Baltimore and Ohio railroad ; and they were accordingly
reduced, for passengers about 25 per cent., and for tonnage about 30 per
cent below the rates of the previous year. For some time after the openr
ing of the road to Cumberland, the difficulties of wagon transportation over
the National road, both as to capacity ^nd rate of charge, also interposed se-
rious obstacles to the trade upon the railroad ; and these it will not be possi-
ble wholly to surmount until the road can be extended to the Ohio river.
Notwithstanding these impediments, the operations of the road between
Baltimore and Cumberland since the 5th of November, 1842, have been al-
together encouraging, fully warranting the expectations which urged its
completion to that point ; and calculated to inspire the stockholders and the
board with renewed zeal in their future exertions to carry it onward.
'•*^The statement B exhibits the revenue and expenses of the main stem dur-^
ing the year ending on the 30th of September.
It is deemed proper also on the present occasion to submit a tabular state"
ment, prepared by the engineer of machinery and repairs, exhibiting in de-
tail the operations and various actual expenses incident to the working of the
main stem during the year, together with the amount of receipts from all
sources during the same period.
These statements exhibit a gratifying augmentation in the trade and travel
upon the road ; and as proportioned to the work done, a continued reduction .
in the cost and expenses of transportation.
The excess of revenue for the past over the preceding year, for passen-
gers, is $93,440, and for tonnage, $55,401, amounting together to $148,841.
The nett earnings of the main stem, independent of the Washington road,
over and above the expenses of working the road, amount to the sum of
$279,401 55, being equal to 4 per cent, upon the capital.
The railway east of Harper's Ferry has been considerably improved,
both in adjustment and material during the year ; and that west of the same i
point, with the exception of the injuries already mentioned, is in better adr .
justment than at any time since it was opened.
During the year, one new engine has been added to the moving power,
and another will soon be placed upon the road. The entire complement
■. -r^'V ■- , Lf ^
, :-_• ,'c' . ■*'' • v" 1 = ■. ■^••-•*^•'/'?^^« ■>:<!?■"' S™"'"/'-"' ..*.-;•'. ^•■.''--.;^*- V,-.';; f ',^- ..^f,'
Baltimore and Ohio Railroad Report.
will then consist of twenty-eight locomotives ; and the present business of
the road will require, upon the average, at least twenty-two to be in actual
daily operation. It is not doubted that in the present state of efficiency, the
moving power will be adequate so an increase of at least fifteen per cent.
, .nupon the business of the past year.
The passenger and burthen cars, and the depots and watgr stations are in
good condition. There are also on hand duplicate parts of machinery, and
• a stock of materials for general repairs, and for the construction of burthen
rars, exceeding those of any previous year ; amounting in the aggregate- to
more than $40,000. As a general result from these statements, and the
operations of the year, it may be stated that during the past, as compared
with the preceeding year, the number of passengers transported one mile
has been more than doubled, and the amount of tonnage nearly so ; that the
cost of transportation of passengers has been fifiy-six per cent., and of trans-
portation of tonnage fifteen per cent, less than in any previous year ; and
that if consistent with the competition with other works the board could
have maintained the original rates of charge, with the same economical cost,
an equal amount of business would have yielded a nett revenue of little less
than seven per cent, upon the capital employed.
? The board having reason to believe that their present power might be
beneficially employed in the transportation of coal from Cumberland to dam
No. 6 on the Chesapeake and Ohio canal, to be carried thence by the canal
to the District of Columbia, have consented, upon the application of the ca-
nal company and others, at present to fix the charge upon coal between
those points, at two cents per ton per mile ; and will be ready as soon as the
canal may be navigable, to engage in the transportation of that article upon
these terms. The present rate is of course fixed with reference not only to
the quantity offered for transportation, but to the permanence of the trade.
Wiih a satisfactory assurance that the business would be permanent, the
company might engage in it at a less charge than two cents per ton per mile,
on any part, or for the whole extent of the road. The board, however,
would not be justified in the expenditure of a large sum to augment the mov-
ing power and provide machinery not adapted to other purposes, if upon the
completion of their preparations, they might encounter competitors even at
no lower rate of charge.
All debts due from the compan)'^, and not in dispute, during the past year,
including $50,000 of principal and 23,355 of interest to the Messrs Baring,
under the arrangement for the iron rails communicated to the stockholders
in the last annual report, have been discharged ; and those remaining unpaid
do not in all exceed the sum of 40,700 dollars. *
The nett revenue of the main stem (including the sum of $46,467 received
from the Washington road) after paym«it of the foregoing debts, amounts
to 172,479; of which the board have determined to appropriate $15,000,
according to the pledge in the last annual report, as the commencement of
a sinking fund on account of the loan of $1,000,000, for the Washington
road.
■*' Of the ballance they have determined to divide among the stockholders
$2 upon each share of stock, payable on and after the 1st day of November
next, reserving a surplus of 17,479.
Before passing from the accounts of the main stem, the board deem it pro-
per to remind the stockholders that in the operations of the past year, they
nave not only encountered the competition and impediments already adverted
to, but have been exposed to the heavy charge incident to the employment
of horse power in the introduction of passengers, as well as burthen, mto
4M^ Baltimore and Ohio Railroad Report.
the city. The amount of such charge, with the present travel, may be esti-
mated at from 12,000 to $15,000 annually. It must of course increase in
proportion to the augpnentation in the number of passengers, unless the pre-
sent system be abandoned, or the city authorities should think proper to per-
mit the introduction of the locomotives ; as is now permitted in some other
cities, and partially in Baltimore, without injury or inconvenience.
The nett earnings of the Washington road for the year ending on the 30th
September, ] 842, authorised a dividend of five dollars per share, and left a ,
surplus of 8,834 40.
The nett earnings for the year ending on the 30th ultimo, are 61,691 46^
which added to the surplus of the preceding year amount to $80,525 86,
of which the board have decided to divide among the stockholders four dol-
lars and fifty cents per share, payable on and after the 1st day of Novembei
next, retaining a surplus of 6,275 86.
From this it will be seen that during the past year the company have paid
on account of the subscription to the Washington road $13,533 more than
they have received from its earnings.
The sum paid to the State for the six months from the 1st of January to
the 1st of July, 1842, being one-fifth of the gross receipts from passengers
amounted to 20,500 26, and from the 1st of July, 1842, to thelst of Jan-
uary, 1843, to 18,125 69, together $38,625 95. The amount paid to the
State on the same account for the half year from January to July, 1843,
was 15,439 88 dollars.
It is also to be remarked that if the sum of 33,565 57, paid to the State
on the 1st of January and 1st of July, 1843, the one-fifth of receipts from
passengers, there be added the sum of 24,750, the dividend of the Washing-
ton road, 10,000 from the main stem, and 1,269 60 regularly remitted by
the board to London as the interest upon $5,250 sold of the subscription of
$3,000,000, it will appear that the State has received during the year the
sum of $69,585 17, being nearly seven per cent upon her entire actual in-
vestment in both roads.
The railway, the pcssenger and burthen cars, and depots and water sta-
tions of this road are in good condition ; and the expenses of repairs, and
cost of transportation in the aggregate vary in a small degree from those of '
the preceding year. The aggregate value of materials on hand for repairs
of railway, locomotives and cars may be estimated at 5,900 dollars.
A comparative statement of the operations upon the W^ashington road dur-
ing the past and preceding year, is appended to this report.
It shows that, although the cost of working the road in both years has
been nearly the^me, the falling oflf in passenger;^ has been at least 17 per
cent., and in tonnage about 8 per cent. ; and, consequently, that the diminu-
tion in the revenue is mainly, if not wholly, attributable to a decrease in the
passenger travel. Such result was apprehended last autumn as likely to
arise from the cheaper competition by the bay line of boats from Bahimore
to Norfolk ; and a application was made to the legislature, at the last session,
by parties concerned with the southern portions of the inland route, to au-
thorize a reduction of th^ charge for passengers on the Washington road
The application proved successful ; and although this board thought the ap-
prehension well founded, and concurred in the justice and propriety of co-
operating with the southern companies in a fair reduction throughout the
line, they had no power to alter the rate of charge for passengers between
the two cities, or to bear any proportion of a reduction by others, withom
the authority of the legislature, or, in the recess, of the Governor of the
State.
Baltimore and Ohio RaUroad Report. ":" ' ' ' 11^'
The charter also makes it lawful fcr the legislature, upon the application ;
by the railroad company for any reduction in the established rate, so to reg- -
ulate the charge as without reducing the proportion of one-fifth at present
reserved to the State, in fact increase it, and reduce only the share of the
compEmy.
Unwilling to expose the interests of the stockholders to the operation of
this provision, the board declined preferring any direct application. They,
however, caused a communication to be made to the Governor on the 2nd
of August acquainting him with the actual falling off of the busir>ess of the
road, subsequent to the adjournment of the legislature, and calling his atten- v
tion to the causes which it was supposed had contributed to it. To this let-
ter an answer was transmitted by the secretary of State on the 5th of Sep- ■
tember, acquainting the board that, in the opinion of ^e Governor, the char- >
ter authorized him to consent to a reduction of charges for temporary ob-
jects only, without power to provide for the case to which the company had
called his attention ; and that, besides, he did not feel justified in interfering •
in the present instance, inasmuch as the ^gislature at its last session, had the
whole subject under consideration and did not think proper to act.
It is proper to add that without the co-operation of this board, some of the
companies connected with the inland route, in the course of the summer, re> \
duced the charges upon their respective lines ; and that subsequently there
has been an evident improvement in the travel.
We omit, for want of room, the argument of the president in fovor of vigf-
orous measures being adopted to complete the road to the Ohio river. We
may add, however, that it is, as might be expected from the able man at the
head of the company, directly to the point.
The application of the power of steam upon the water and on land haia
already produced incalculable effects throughout the world. It is of too
ready adoption, and too successful in operation to escape the attenti(Na of any -
enterprizing conununity ; and all who expect to acquire superiority or main-
tain equality in agriculture, commerce and manufactures must rely upon its
aid. They must embrace the remotest points btf ike shortest distance and at
the least cost of transportation. Nature has placed the city of Baltimore
within the shortest geographical distance of the trade of the western cotm-
try ; and any proper connection she may form with the Ohio river becomev^ '
as matter of course and above all competition, the direct and cheapest chan-
nel of communication, not only with the intervening country, but with th©
entire vallies of the Ohio and Mississippi rivers.
The growth and prosperity of any of our Atlantic cities depeiMl up<Mi the
extent of foreign and domestic trade which they may be able to command ;
and these again require the facilities of a certain market, reached at the least
cost, and offering the best prices.
To regain her former advantages, Baltimore must resort ta the same arti-
ficial power by which they have been superseded — as stated in the last an-'
nual report, she must unite the pow^r of steam on land with that on the
water, from New Orleans to this city.
The successful operation of finished railroads judiciously located and econ-
omically managed between desirable points, is satisfactorily established by'
experience both in the United States and in Europe ; and that a railroad from
Baltimore to the Ohio river, comprehends the most important intercourse be-
tween the various parts of the Union will not be denied. While the con-
siderations which in a public point of view, warranted the original enterprize
have lost none of their importance, the board venture the opinion that tb».
■Jp Baltimore and Ohio Railroad Report.
capabilities of the work, and the claims it prefers to the public favor are al- :
ready fully established. Wholly and peculiarly calculated to improve the
trade and augment the wealth ofevery part of the State, they must continue
to regard it as one of chief magnitude.
It is not to be disguised that many portions of the State, already heavily
taxed for the maintenance of public credit, have little interest in any pub-
lic work beyond what -they incidentally derive from the prosperity of the
commercial emporium ; and ii the Baltimore and Ohio railroad can in any
'sense be deemed a rival of any other enterprize, it can only be from its ten-
dency to concentrate in the Maryland market the resources which by differ-
ent channels would be diverted to other cities.
Already, in its unfinished state, it has imparted a new impulse to the trade
and capital of the city of Baltimore. In the first year of its extension, after
little more than ten months operation from Cumberland ; subject to the rival-
ries of the works of other States at reduced rates of transportation, and with-
out aid from the Washington road, it has earned a nett revenue of four per
cent, upon the capital employed | and had it been extended, would have
needed no greater amount of trade at prices which might have been charged
without inconvenience, to have earned at least seven per cent.
Fully impressed with the necessity of making every exertion for the fur-
ther prosecution of the work, it is a source of regret that, from causes be-
yond their control, the board have been unable during the past year to adopt
jutiy efficient measures for that purpose. The charter of the company both
in Maryland and Virginia, by its original terms, is perpetual ; but without
additional legislation, the board had no authority, aftei^the 4th of July last,
to occupy any greater extent of the territory of either State for the extension
of the road. Although the legislature of Virginia adjourned without remov-
ing this obstacle, the board have reason to believe that at the ensuing session
an application for that purpose will be more successful.
In Maryland, the legislature allowed a further period of twenty years ;
but at the same time incorporated the permission in the law authorizing a
sale of the public works, and in such manner as that, unless the State's in-
terest in the work should be sold, the authority could not be exercised.
The board would not be unwilling to co-operate with the legislature in
any equitable disposition of the State's interest in the railroad company ; as
a meahs of lessening the public debt, and to that extent effecting some imme-
diate relief to the people from the burthen of taxation.
By the terms of the late law, however, there were grounds to apprehend
that the period of twenty years would operate as a limitation, not upon the
completion of the work only, but upon the duration of the charter ; and
that, notwithstanding the guarantee of a perpetual annuity of 30, COO dollars
from the Washington road, the State would also be entitled to receive, in
addition, one-fifth of the gross receipts from all passengers passing over the
road to and from the city of Annapolis.
Under these circumstances, if in any other respects it had been objection-
able, the board did not feel warranted, in recommending the law to the ac-
ceptance of the stockholders.
From these causes, the board have been constrained to limit their mea-
surel for the extension of the road, to further reconnoissances of, the country
west of Cumberland through the State of Virginia, in the well founded be-
lief that in that direction, should it become advisable to seek it, a better and
cheaper route to the Ohio river may be obtained.
They also look forward with confidence to more auspicious legislation i^
both States during the ensuing winter ] and it is their intention in that event,
Form of a Statistical Table. -^IP ~ ;J<
in the same sjMrit which has animated them in the past, to take such mear t
siiresj as with the resources adverted to in the last annual report, may er»able
them to recommence the prosecution of the work committed to their man-
agement. By order of the board, Louis McLane, President.
For the American Railroad J(^nal and Mechanics' Magazine.
To the Editors — Gentlemen — I have prepared, and respectfully submit, •
through your paper, to the consideration of the several railway companies
of the United States, the accompanying form of a statistical table, intended* ,;".
for an annual exhibition of the character, cost and operation of their respec- - :
live works. The collection and arrangement of railway statistics has here-
tofore met with serious obstacles in the irregular and incomplete manner in -
which most railway reports are presented to the public. Many details,' es- ;\.
sential to the derivation of general principles and practical results from .the ; 1
actual working of the railway system, are altogether wanting in their re- ,,
ports, and those particulars which are given, are often expressed and ar- v.
ranged so as to be useless, or available only at the expense of much time ;
and labor. Believing that all railway companies would desire to make their ■
reports as useful as possible, I have taken the liberty of proposing the pre- ;;
sent formula as a guide, which, if universally followed, will be eminently ■,
advantageous to them all individually ; for each will have its contribution to ,
the capital of knowledge, thus built up, repeiid an himdred fold by the shares
contributed by the rest. The value of this aggregation of the experience
of the country, in this department of its institutions, will be incalculable. _^ .
I suggest, that in addition to the publication of this in the Journal, the ta- ^
bular form be printed on a loose sheet, and sent forthwith to each railway
company ; and, thereafter, annually, a convenient time before the period of
the publication of its annual report. The expense of this will be trifling to.
the Journal, to which most of these companies subscribe. Should any of ?. ;
them not see fit to attach the table to its annual report, they may perhaps be ,
nevertheless willing to fill it up and let it appear in the Journal. Upon re- .1 :
ceiving all the tables from the several companies contributing them, a gen-
eral table could be made out under the same heads, in which the contents of :
all the individual statements would be contained.
In the preparation of the form submitted, I have embraced elementary
facts only, the proper deductions from which can be drawn by calculation.
It is believed that no element, necessary to the knowledge of any important
particular, respecting the work which may be under consideration, is omitted, i ■
while, at the same time, the companies furnishing the facts are asked for no
more than is essential, as premises, to the conclusions which every one in-
terested will draw for himself The arrangement of the table may not per-
haps be the very best, although it seems to make the most of the space in-
cluded within the outlines. This is a matter of minor importance. The
relative positions of the columns can be shifted to suit the judgment or taste
of the party concerned. It is hardly to be expected, that the whole of these
columns can or will be filled by all railway companies, some of which may
f(^ Columbia and Philadelphia Railroad.
'•■ /• ■-■■: . .-f :■: .>.:^ K - i..v,V.-.-V
not have so kept their accounts as to render so minute a sut^vision practi-
cable. In such cases, approximations might be made which would answer
the purpose, or, if these are out of the question, the specific detail called for
will appear as a part of some more general heading. There may also be
an unwillingness, in some corporations, to make so full an expose of their
affairs as the formula calls for. From these causes the statements may not
.^ be as complete as could be wished, especially with regard to past operations.
But, if imperfect, they will still be valuable to the extent to which they may
reach, and should the form of record, now recommended, be approved ol^
they will for the future be as ample as is desired.
Knowing that you already appreciate fully the importance of this mea-
sure, and will not be backward in forwarding it, I now leave it in your
hands, and remain, very respectfully, your obedient servant,
Baltimore, December, 1843. Benj. H. Latkobe, Civ. Eng.
iiCiJ' d/.^t i<> COLUMBIA AND PHn.ADELFHIA RAILROAD.
The following statement, from the Weschester, Penn., Republican, and
Democrat, gives a more favorable account of the management of this road
than we have before seen ; and it, at the same time, establishes, beyond a doubt,
^ the fact often asserted, that there has been gross mismanagement of its af-
- fiurs, if not the most barefaced robbery of its funds, by those who have had
the coatrol of it This statement shows a daily saving in the motive power
alone, for a continuous period of twenty-one months, of $409 33, or $261,-
-^W) 27, when compared with its management from February 6, 1839, to
February 28, 1842, a little over three years.
We would not be understood as intimating that the whole of this enor-
mous difference between $760 18, the average daily expense from 1839 to
1642, and $250 88, the average daily expenses of the past twenty-one
months, was misappropriated. There have been, or should have been, im-
' portant lessons learned in the economy of managing railroads and their ma-
chinery, within the last five years, as we find by the annual reports of the
dififerent companies ; not, however, in the ratio exhibited in this statement —
yet it establishes the correctness of our theory, that it is trv^ economy to em-
ploy, and pay liberally, none but men of proved integrity, and unyielding
: energy in the management of all public works — sycophants, iimc-servers and
politicians n^ver. Will not States and companies learn wisdom ?
" Some time sinca^ we requested of Mr. Morehead, the superintendant of
: this branch of the public works, that, at the close of the financial year, he
would furnish us with an abstract from his annual report, showing the re-
ceipts and expenditures for the past year. In compliance with that request,
he has communicated the following statement, which, with his accompany-
: ing remarks, cannot fail to be highly interesting and gratifying to every
Peofisylvanian :
ABSTRACT STATEMENT,
Showing the total receipts and expenses on the Columbia and Philadelphia
.>-^failroad, from December 1st, 1842, to November 30th, 1843 — one year.
PROPOSED FORM OF TABULAR STATEMENT DESIGNED TO EXHIBIT ANNUALLY THE STATISTICS OF THE SEVERAL RAILROADS OF THE UNITED STATES
DISTANCES.
HEIGHTS.
GRADES.
CURVhS.
CHARACTER
jam
DESCRIPTION
OF THE
Length in
miles and
decimals,
of main
stem be-
tween ter-
mini.
Length
of
branch-
es, in
miles.
Length Total
of ascents
single and
track desc'nts
in in
miles. feet.
Height
in feet
of one
termi-
nus
above
the
other.
Length
in miles
& deci-
mals,of
grades
under
10 feet
pr mile.
Do.
b'tween
10&20
do.
Do.
b'tween
20&30
do.
Do.
b'tween
30&40
do.
Do.
b'tween
40&50
do.
Do.
b'tween
50&60
do.
Do.
b'tween
60&70
do.
Do.
b'tween
70&80
do.
Do. Do.
b'tween b'tween
80&90 90&1C0
do. 1 do.
1
Length
& incli-
nat'nof
highest
grade
in feet
prmile.
Length
in miles
& deci-
mals,of
curves
under
500 feet
radius.
from
m
to
1000
Do.
from
leoo
to
2000
Do.
from
2000
to
3000
Do.
from
3000
to
4000
L»o.
from
40C0
to
5000
Dj.
over
5000
feet
radius.
RAILROAD.
-.<-■■
:', . '-:: ^
■■■ ;. / . i
- :.■■■■.-
GRADUATION.
MASONRY. i
WOODEN BRIDGING.
COST
CONSTRUCTION,
Cubic yards
of earth.
Cost of
earth work.
cubic yards
of rock
and
tunneling.
Cost of
roc'iC work
and
tunneling.
Total
cost
of
Graduation. ;
No. oi
) ridges
arched
with
stone 01
wood.
Perches
of
bridge
masonry.
Cost
of
bridge
masonry.
1 No. of
square
culv'rts
or
drains.
Perches of
culvert or
drain and
dry wall
masonry.
Cost of
culvert and
dry wall
masonry.
Total
cost
of
masonry.
No. of
wooden
super-
struc-
tures.
Least
and
great' SI j
span in
feet.
1
^ff No Total
°V-"'^' cost of su-
^^^'^y^- perstruc-
perstruc- \^^^^
tures.
^ Oit
■. ■ '■. ■
; :
1 - .
■ . -;:-' .--■-■:
1
1
CAPITAL
WA'iEtt-S'lA
TIONS.
BUILDINGS.
itAL ESTATE,
viz: depot ground.
fUlGHT 0)
fi^ncing nnd
^ WaY,
damnffps.
AACHINERY.
INVESTED
No.
Cost.
Station houses.
Eno'ine and car ,,7. , ,
houses. ^^^-^'^ ^^°P^-
No. of}
"";^ 1 - Cost
of 1
ground
No. of
acres
of
land.
Cost.
Locoiiiotivts and
t^'ndprs.
Passenge- cars.
Burthen cars.
HuiSrS iiVA
h:3rnf5>s.
IN THE
WORK.
No.
Cost.
No. Cost.
No.
Cost.
No.
Cost. j No.
Cost.
No.
Cost. 1 r
nTo.
Cost.
-.
■..- ■.,..,.,■■••■■.1
-, ■
i
!
'•:• '^ ■■ ■ r'\
^^
.-
Length
of
straight
line in
ihs
Length
and
radius
of
High-
est
grade
occur-
ing
on
milts 1 , .
and de- ^^""'^^^^ shortest
citnals.
curve.
curve.
Width
of
road-
bed, av-
erage
for
cuts
and
fills.
RAILVVAY IRACK.
Form
of
cross
section
of
iron
rail.
Weig't
of
rail
in tons
per
mile.
Wtig't
of
fasten-
ings of
rail in
tons per
mile.
Number
and
sizes of
cross-ties
per
mile.
rSuniber
of fett
boa id
measure
of longitu-
dinal tim-
bers per
mile.
Perchfs
(bf25cub.
It.) of gra-
vel or blo-
ke n stone
jhlling per
mile
' Gauge
or width [
of tiack
bttwetn
rails, in
feet and
inches.
RAILWAY TRACK
Cost of
cross-tie
timbers.
Cost of lon-
gitudinal
timbers.
Cost of
iron rails.
Cost of
fastenings
of rails.
Cost of
gravel 01
broken
stone bal
lasting.
Cost of
workman-
ship r.nd
labor.
Turntables.
switchfs
and conlin-
gcncits.
Total
cost of tracks.
'
- . "■ ■
ENGINEERING.
Griiciul and
contingent
expenses
under
all other
heads.
Total
cost of work
to
(late.
AVCVNT
f'f
capital stock.
Piilimiujiy
j surveys
and
loc;!iion.
Superiiiitn-
dance
of
construction.
A urouKT
of loans.
•
t '. ^:-:..:-j' :■::;.
- ■ - "
1-;
MUi'lVE POWER.
litl^\ll<S Ul KUAU.
OPERATION
OF THE
ROAD,
viz:
WORK DONE,
RECEIPTS
AND
EXPENSES,
PROFITS
AXD ■
DIVIDENDS.
EXPENSES.
Repairs and
renewals of
engines and
tenders.
FUEL.
Co ids
of
wood.
Cost.
Tons of
coal or
coke.
Cost.
Oil for
tngines
and
tenders.
Cotton
waste for
engines
& tenders.
Tools
for engn's
and
tenders.
WHges of
cnginemen
and
firemen.
Hirse
power
;ii
str'ets.
Total
cost of motive
power.
Graduation, viz. |_
ditching, remov'gj
slips and raising j
embankments. !
BRIDGES.
RAILWAY TRACKS.
Stone
or
Brick.
Wood.
Timber.
Stone.
Iron rails.
Fastenings.
Woiknan-
ship.
Contingen-
cies.'
REPAIRS OF CARS.
Passenger
cars.
Burthen
cars.
Total.
Repnirs
of
depots.
Repairs
of water
stations.
Watch injj
wooden
bridjres.
Pumping
water.
Oil and
grease
for
cars.
S.\L.AKiES AND WAGES
Gtneral | Conduciois ! Conductors 1 Libor uTuT
superintendant,. and brakemen land brakemen j horse power
ajjents and of passenger of burthen
Conlir.g'l
expenses Sularus ot pi«
GENERAL EXPENSES
clerks
:|-.. • I
cars.
cars.
at
depots.
of
transpor-
tation.
sidtnt, .«ecreta-j
ry, treasurer j
& office clerks.i
Taxes on
property.
Rents, j I
insurance, 1 Contingencies !
law
expenses.
of all kinds.
I
Total
rxpfnfe of
woiking the
road.
RECEIPTS OR GROSS REVENUE.
WORK DONE BY THE ROAD.
jEARNlNGb OF THEj
ROAD, or Nftt Revenue. |
For
transportation
of passengers
For
transportation
of tonnage.
For
irryin
mails.
From other Railroads
for carrying.
carrying
Passengers
Tonnage.
Tolls for
use of road
by
cars of
other roads
I
Tolls for
tise of cars
'/
other
roads.
Revenue
from all
other
sources.
Total
Revenue.
Miles run by
pa sspn get
engines.
Miles run by
tonnjge
engines.
Passengers
carried
one mile.
j Tons ol fuel
Tons of freight & miiterials on
carried one jcompany'sown
mile. account carritdl
I OUR mile.
Clear
Receipts.
jPrr cent.j
dividend j
j for the I
Nctt revenue from
the commencement of
operations.
Number
of
years
since
opening
of
road.
LEGAL RATES UF
TOLL
Per
passenger
per mile.
I
Per
ton per
wile.
iVOTiS. — Descriptive of the plan of the Bridges. The number, dimensions and plan of the Tunnels, if anj-. The number, length and annual cost of i\'orking Ferries, if any. The plan and weight of the Engines and Cars. Relative amount of Trade and Travel m each direction.
The number, causes, extent and pecuniary amount of damage to road and machinery from Accidents, within the year. Also, a Tariff of the existing rates of Toll on Freight and Passeng ers, and a statement of the number of Tons carried one mile, of each description of Tonnage ;—
with any other particulars that may be of interest to the public
Columbia and PhUadelpia Railroad.
91
RECEIFTS.
< %^^
:W
vi^V.
Amount of road tolls collected, as per reports of collectors, $199,274 61
Amount of motive power toll, 190,510 ^
Amount due from post office department, for carrying United
States mail, 2,733 33
Amount received for rents, and old materials sold, 2,173 48
$394,692 17
. /iLi/i \'.i XiM
EXPENSES. ^"' ■■' ■ i^.'^-i,-^.■
For repairs of road, from Dec, 1st, 1842, to Nov. > \ ."
30th, 1843, 55,082 09
For maintenance of motive power during the same
time, 135,292 99
Excess of receipts over all expenses, for the year 1843,
To which may be properly added the difference in value of stock
in the motive power department, Dec. Ist, 1842, in favor of
190,375 08
204,317 09
:.?-^r
Dec. 1st, 1843,
Nett profit.
VAc-iji; .=^-?? ;«f-;r::iV',;,y?*s<^|j7W^vil.::tnr^ r.^'"?.^!"
9,481 38
$213,798 47
" Messrs. Price Sf Strickland — The above statement may be relied on as
strictly correct. The expenses of the year are greater than was anticipated ;
principally owing to the increased amount of business done this year, but
which does not show a corresponding increase of receipts, in consequence
of a reduction of tolls made by the canal commissioners, equal to about
30 per cent, on the whole business done. In addition to this, the expense of
maintaining the State trucks to carry section boats over the road, the fixtures
necessary to transfer them to and from the railroad and canal at Columbia,
(which cost about 4,000 dollars,) are all included in the above expenses of
motive power and repairs.
" It will be a matter of great gratification to the tax-burdened citizens of our
Commonwealth, to learn that our public works are capable of producing a
revenue equal to the cost of repairs and management, and the interest on the
cost of construction. I confidently believe, so far as the Columbia and Phil-
adelphia railroad is concerned, that, with proper management, no tax will be
necessary to pay any portion of the interest on its cost, much less to pay the
expenses of management Yours, etc., "J. B. Moorhead, Sitp't.^*
We cannot permit the preceding statement to go, by itself, before the pub-
lic, although in and by itself, it is entirely satisfactory. It is due, however,
to the people at large, to the public interest and to justice, as well as by way
of encouragement to faithfulness to duty, on the part of those engaged in the
management of the State improvements, that a comparison between past and
present management on this railroad should should be made. That com-
parison is exhibited in the following statement, based upon information de-
rived from official sources, and others, in which, we believe confidence may
be reposed. ' statement.
Comparing the expenses of motive power, from Feb. 6th, 1839, to Feb.
28th, 1842 ; with the expenses from March 1st, 1842, to Dec. 1st, 184a .
Expenses settled in auditor general's office, up to March 31st, '
1843, contracted under the superintendency of Jas. Cameron
and Thos. Tustin. See Senate Journal, page 291, $810,164 43
Expenses settled since that time by present superintendent, im-
der present creditor law, 17,708 28
Expenses paid since that time, by present superintendant, 21,260 62
Total expenses of motive power for 3 years ttnd22 days, as far
as
settled.
$849,1^33
22 '^ Remarks on Mr. Ellet's Formula.
'*-
Expenses from March 1st, 1842, to Nov. 30th,
1843, settled in auditor genenal's office, $216,070 83 t'
Liabilities contracted during same time, and ,V
unpaid, . 8,496 65 %
Total expenses for one year and nfne months, $224,567 48
Average expenses per day, from Feb. 6th, 1839, to March
1st, 1842, 760 18
Average expense per day, from March 1st, 1842, to Nov 30th,
1843, 350 88
Difference per annum in favor of present management, $149,394 50
Difference per month in favor of do., 12,449 54
Difference per day in favor of do., 409 30
• ~~- '
For the American Railroad Journal and Mechanics' Magazine. ■% r
DURATION OF RAILROAD IRON REMARKS ON JIR. C. ELLEt's FORMUlJL
I have noticed; vvrith much surprise, that neither your valuable Journal- —
the Journal of the Franklin Institute — or any of our engineers, have yet
questioned the formula of Mr. C. Ellet, in the position he assumes, viz, that
no fiat bar railway can transport over it to exceed 150,000 tons, without
the iron rails being crushed — destroyed, and that even with the best T rails,
such as are used on the Philadelphia and Reading railroad, he doubts their
capacity to sustain the traffic of 800,000 tons without the necessity of their
entire renewal. He uses the following language:
"The rails of the Reading road are, by common consent, acknowledged to be good; the pattern is
considered, by the advocates ot edge rails, to be unexceptionable ; and the mode of manufacture adopted
— that of making the lamina horizontal — is considered to render them almost proof against wear.
" In regard to these rails — with all their merits, and all their superiority — I affirm, ^
*' 1st. That tliey will not withstand the' rolling of the trade of the Schuylkill for one year. '
" 2nd. That before 800,000 tons of coal have passed down and the empty cars have been retnmcd on
them, the present track will be entirely unfit for safe usage.'*
Perhaps our vision may be obscure from having taken up the opinion,
some years back, that railways, such as the Reading, or a road to be located
on a descending line from Buffalo to the Hudson, were destined to supercede
— if not materially relieve — ^the profitable canals to which these lines are
parallel, from the plethora of their increasing business. -^
- In this Statej the canal interests have " black balled!^ railways in legisla-
tive reports, and have stifled all inquiry into their merits, compared with ca-
nals. As we have a great respect for Mr. Ellet's talents, we would not
wish to charge on him that the Schuylkill canal atmosphere of Philadelphia
may have led him to view the cause of railways in the desponding vein he
treats the success of the Reading railroad. If his positions be true, the ca-
pitalists of England, who have invested upwards of $250,000,000 in 1500
miles of road, and those of this country $100,000,000 in 400 miles completed
have committed sad blunder^. If Mr. E. is correct, in " using up" the flat
bar after 150,000 tons has passed over it, or the edge with 800,000 tons, the
sooner we burn up our rails, and send the iron to the blacksmith the better.
The doctrine of Mr. E. goes to prove, that . the more business done on rail-
ways, the worse they are off, while he roundly asserts that one year's busi-
ness of the Erie canal, or of the Schuylkill canal, would annihilate the Read-
ing railroad. It would appear, however, that while the Schuylkill canal,
•'■>■ Wear of Iron Rails. '•■' 23
during the last year, brought down from the mines 447,050 tons, the Read-
ing railroad, with a deficient-motive power, and cars, added to an insufficiency
of double track in the centre, carried over it 229,01.5 tons — we, therefore,
venture little in predicting, that ere two years, 800,000 tons will have passed
over it, without any serious injury to the iron rail, and disprove Mr. Ellet's
assertion of the durability of this road. . , , -. • ,
A, We draw this conclusion, from the fact presented in the ^^ Report of the
ttanagers of the Delaware and Hudson canal company to the stockholders"
published 7th of March, 1843, and circulated in Philadelphia, that over the
f to f flat bar railroad, that connects this canal with the Lackawana coal
region, there has been transported, without renewal, since it was laid do\vn,
in 1829, 1,627,250 tons. ^
^ We have not received the returns for 1843, from the Mauch Chunk and
Lehigh railroad, but placing the quantity transported in 1843 at the same
rdte as 1842, we have since 1828, (when the light flat bar was laid down,)
1,794,611 tons carried over this road..
As Mr. E. calls for facts of the capacity and durability of iron rails, we
would refer him to the Stockton and Darlington railroad, built expressly to
transport coal, where stationary power is used, and the grades are fifty feet
to the mile, and the load 65 tons. In a report prepared from parliamentary
documents — quoted in " Sketch of a railway," p. 58 — we find that the Stockton
and Darlingtonrailroad has taken 690,000 tons and 200,000 passengers, or up-
wards of 700,000 tons in one year, an amount nearly equal to the destruction
of the Reading railroad, according to the theory of Mr. E. We believe it is
now more than ten years this road has exceeded the average of 600,000
tons per annum. ,i.iMUi^- ■ j*l*
But we have a stronger fact in De Pambour, (appendix, page 288,) that
certainly should have been before .Mr. E. We allude to the experiment on
the Liverpool and Manchester railway, where " a flat iron bar was laid down
the 10th May, 1831, weighing 177 lbs. 10^ oz.. It was taken up the 10th
February, 1833, after having passed over It 600,000 tons. Its loss was 18^
oz. or only ^Jr °f*^ primitive weight" At this rate, it would require, ac-
cording to the language of De Pambour, " 100 years to reduce it half its
original strength."
With these facts, we shall leave Mr. E. to sustain his formula with his
brother engineers and the public. We cannot, however, close these hasty
remarks, without returning Mr. E. our sincere thanks for the research and
classification of the several items of cost of motive power on railways, de-
rived from the meagre reports that have heretofore been so common, even
when prepared by legislative requirement J. E. B.
(Pbt the American Railroad Jonrnal and Mechanics' Magazine. ■ *
WKAR OF IRON RAILS.
• In Mr. Ellet's paper on this important subject, there are one or two omis-
■ (lt,t.'r'X. ■
•'»'«.
:*
24 Wear of Iron Rails.
sions which I find it difficult to account for. In the first place, there is no
allusion to one of the oldest railways in the Union, and in the State of Penn-
sylvania too, over which had passed during late years about 200,000 tons
per annum ; and during the 12 or 14 years of its operation, at least 1,500,-
000 tons must have passed over this thin plate rail. The railway connect-
ing the Delaware and Hudson canal with the mines, is the road referred to.
If it be objected, that steam power is not used on this road, and, consequently,
that it does not come within the rule, it must be admitted that the wear from
the engine alone is more than ten times that of the freight ; for Mr. EUet
says,
" The common half inch flat bar, under ordinary circnmstancet, is adequate to the trantportadoA
of about 150,000 tons of freight."
This is, of course, entirely out of the question.
In speaking of the South Carolina road, the iron is said to have been ^' de-
stroyed." (page. 359) Had it been stated how many pounds per yard it had
lost, or that it had been crushed or broken, some engineering information
would have been given. But, unless my memory fail me, this iron was not
only not destroyed, but was sold for a large sum, the company desiring a
heavier rail for the increased business which was expected from the — at that
lime — contemplated extension of their road. Not having the official docu-
ments, I am unable to state the exact number of tons which have passed over
the thin plate rail of the road first referred to, nor the amount which the
" destroyed" rails of the South Carolina road brought in, with the price of
iron at that time. Unless given by some other correspondent, I will endea-
vor to ascrtain the " actual" loss in the South Carolina road.
•^ The mere fact that the rails on the Lowell, Camden and Liverpool rail-
ways have been changed, however important in itself, gives not the slightest
information as to the absolute wear of rails ; and it is worthy of remark that
these changes have been most frequent on the most flourishing railways.
** In England, however, it i* contended, people hate more experience. The best experience there, it
that of the Liverpool and Manchester railroad, a work, which was opened to public use in the fall ot
1830."
Here again the " par excellence" freight road of that country, the expe-
rience of which is worth more than that of all the other railways, perhaps
in the world, is unaccountably passed by. The freight passing on this road
is about equal to that of the Erie canal — ^upwards of 700,000 tons in freight
and passengers per annum — and as the engines take only 66 tons per trip,
the wear may be put down at twice that of a similar quantity passing over
the Reading railway, where the engines convey three times as much at a
trip. If the rails on the Stockton and Darlington railway are renewed every
ten months, the old iron being comparatively worthless, then is Mr. EUet'e
view correct In the appendix to de Pambour it is stated :
"On Mar lUth. 1831, on the LiverpoolUne, a malleable iron rail, 15 feet lone, carefully cleaned,
weighed 177 lbs. 10 1-2 oz. On Feb. 10th, 1833, the same rail, taken up by Mr. J. Xocke, then nisideat
engineer on the line, and well cleaned as before, weighed 176 lbs. 8 oz. It had consequently lost in SI
months a weight of 18 1-2 oz. The number of gross tons that had passed on the rail during that tine
was estimated at 600,000."
Now, assuming, with Mr. Ellet, that the upper table w^eighs 20 lbs. per
yard, it would require more than 12,000,000 of tons gross to reduce it (nm-
^'5^^.'S7^'^\T'^
Railroad Dividenas. — Prices of Pork and Poultry.
25
fourth in weight, on the supposition that this part of the rail is alone subject
to wear.
The wear of rails has received much attention at various times, and Messrs.
Knight and Latrobe introduced into their estimates of annual cost a certain
amount to replace the iron rails. No particular number of tons was as-
sumed, but, judging from the number of trips, about 4,000,000 would be a
&ir estimate.
I believe there are several roads with the plate rail, which have sustained
the wear of 100,000 tons in freight and passengers, with a very insignificant
loss in weight of iron — among the number, the South Carolina, and Hud-
son and Mohawk railroads. My object in writing, is, however, mainly to
draw attention to the fact, that the oldest freight roads in England and the
United States find no place in Mr. EUet's paper, and that in the instance of
the South Carolina road, the whole case is not stated, so that the reader is
led to the most erroneous conclusions.
January, 1844. W R, Casey.
v. Railroad Dividends. — We find in the Boston " Shipping Lisf^ the fol-
lowing statistics of the dividends of the Boston railroads for the last six
months.
Roada.
Amount of
Capital.
Awonot of
Dividends.
$72,000
81,000
66,000
54,000
36,000
16,000
12,000
12,500
7,500
357,000
Dividends
per Share.
CnrreDt
PricM.
$130
117
106
108
107
130
107
120
78
Lowell, , -i *
Worcester, /''■y^\^':i.'''''''^'^'''
Eastern, ■ >;-f- ,•:;-:! ■■ '-'^ -v,'^' v\'v >-•?;- ■
Providence, :»:.>.■?, i .j^j
Boston and Maine, ». ^^y -J • : '■■
Nashua, '. " •
New Bedford, ■^;'' -/
Taunton branch, ?v -
Charlestown branch, ». -^^
$1,800,000
2,700,000
2,200,000
1,800,000
1,200,000
400,000
400,000
250,000
250,000
$4
3
3
3
3
4
3
5
3
11,000,000
PRICES OF PORK AND POULTRY IN ALBANY AND BOSTON.
r The Rochester Democrat has the following remarks in relation to the
relative value of pork and poultry in Boston, Albany and Rochester. It
says:
" On looking over the prices of pork, in Albany and Boston, we notice
they are very high, compared with the markets in western New York.
The reason is, that seventy-two miles of the railroad, between Utica and Al-
bany, that connects us with Boston, is not suffered to carry freight This is
a great detriment not only to our pork raisers and wheat growers, but to all
who raise a surplus of any kind of produce. Poultry is another article
which always bears a high price in New England, and while our farmers
are compelled to peddle it out here at four cents a pound, it is selling in Bos-
ton at ten cents. Could this winter embargo be removed, while the canal ir
closed. It would add thousands of dollars to the pockets of the farmers in this
section. The west has suffered long enough in this respect. Prompt action
should be had, and the Utica and Schenectady railroad company should be
not only empowered, but compelled to carry freight in the winter."
: We have frequently referred to this subject before, and urged the propriety
^ . >^.i^t .. *x u« Aimospheric Railways. .^ ^ ^ .^
of authorizing the Uticaand Schenectady railroad to carry freight, especially
in winter, when the canals are closed. The advantage will be mutual to
the farmers, and the citizens, and not disadvantageous to the company ; as
during winter, the travel is much less than in summer, and the engines are
.seldom required to take full loads, and may always take more or less freight
It appears to us a narrow policy to construct important works, for the*
benefit of the people, and then to restrict them from doing that for which
alone they were chartered. Our canals and railroads were undertaken and
completed for the purpose o( facilitating and increasiiig business, to enable'-
the farmers to send their produce to market, and the merchants their goods to
the country, at cheaper rates, and the result has been all that was anticipated
— and much more, yet not all that they are capable of accomplishing — then
why not require of them.to extend their operations and usefulness to their
full ability. We hope the legislature will be called upon to act on this sub-'
ject at their present session. ;T.-r>:^; '''^"■•^'* -* 1;
ATMOSrHERIC RAILWAYS.
■^ We find in the November number of the Practical Mechanic and Engi.
neers' Magazine, the following description of the atmospheric railway ; from|:
which it appears that some interesting and successful experiments have beeni;
made on the west London line, at Wormwood-scrubs, and also on the Dal-T
key branch of the Dublin and Kingstown railway. These experiments are
not given in detail, so that we can judge accurately of the pr.acticul operation
of the system, yet they are referred to in a manner evincing no doubt of their v
accuracy by the editor. This result is in perfect accordance with an opinion
expressed to us ?ix years ago by Mr. Samuel Blydenburg, an intelligent
practical mechanic, now deceased ; who spake of its practicability as beyond^. ;
a question, and of its extensive introduction as certain. In this account we;^'
are told that, not only the first cost of construction, but also the cost of work-''
ing the road is greatly reduced; which, if true, is certainly a strong argu- .
ment in its favor ; yet, a stronger one in our opinion is, its greater safety — ^
a consideration altogether above dollars and cents.
We give this article entire, and shall look with interest for further accounts
in relation to the progress of a system, which may, at no distant day, say to v
the locomotive, as it has said to that neble animal, the horse, '' your service*
are no longer required on this road."
More than a year ago, we intimated our intention of bringing this scheme
under review ; but as time passed on, the experimentum crucis on the Dal-
key branch of the Dublin and Kingstown railway progressed, and at length
attained a state of forwardness, which induced us to await the completion of
the undertaking before hazarding any prophetic opinion respecting its gen-
eral practicability, and the advantages claimed for it by its advocates over the
plain matter of fact modes of propulsion at present in operation on our rail- .
way lines. The experiment has now attained maturity, and has already es-
tablished, beyond dispute, this one important fact — that the scheme is possible.
But before proceeding to a description of the mechanical appliances by
which this consummation has been realized, it may not be out of place to o> ,
* -'tXtSi: ^'-'t.
- ~, ^ ^ Atmospheric Railways.^ ''_-.■ -r _ '"wlr
serve, that the principle of the scheme possesses much less of novelty than .
is commonly associated with it. Even two centuries ago, the notion was en-
tertained of producing motion economically for the purpose of transit by
means of the pressure of the atmosphere. The original thought may, at
^least, be traced back with certainty to the celebrated Dr. Papin. In suc-
cession, long afterwards, came Lewis, Vallance, Medhurst and Pinkus,
whose speculations excited in their day,- some attention and more ridicule
Many of these are curious, and none of them are more absurd than that of
Vallance, who actually proposed to propel his 'carriages and passengers
through an exhausted tunnel. Medhurst, in imitation of Vallance, in his
first speculation, proposed likewise to drive his carriages through a subter- .
ranean 'passage, but believing that his passengers could not comfortably ex-
ist without air, made provision, at least partially, for its supply during tho
passage. In a pamphlet which he publishell in 1817, he describes his line
of transit as a " hollow tube" of such dimensions as to admit a four-wheeled
carriage to run through it, and to be constructed air-tight of iron, brick, tim- .
ber, or other "suitable material." The carriage Avas to be of a form and .
size nearly to fill the cross section of the tunnel, and to be propelled forward
in one direction, by forcing air into the tunnel behind it, by means of a sta-
tionary engine, working a huge air-pump ; and in the other, by exhausting
the tunnel in advance of the carriage, arid allowing the pressure of the at-
mosphere to act upon it behind. The proposal was received with ridicule,
and for a season afforded good material for the caricaturist. But Mr. Med-
hurst was not abashed ; nor was his ingenuity exhausted, for he speedily de-
vised means of propelling his carriage in the open air, and of making a
communication between the interior of his propulsion tube, and the outside,
preserving it at the same time air tight. His scheme now began to assume
a rational form. Its principal feature was the exchange of the subterranean
tunnel for an iron pipe of 34 inches diameter, having a longitudinal opening
on its underside, between two flanges of six or eight inches deep. These
flanges were to be immersed in a channel of water, thus forming a species
of water valve, throughout the whole length of the pipe. It is unnecessary
to say, that this valve did not answer, but it was an approach which seems
rather to have whetted than damped the ardor of the inventor, for he imme-,
diately discarded it for one formed on the top of the vacuum pipe. In this
modification, the pipe had no flanges along the opening. The valve was a
metal plate, hinged to one edge of the groove, and had some soft substance
as leather, fixed upon tfie other edge, to shut against a seat of a similar ma-
terial, fastened on the corresponding edge of the groove, so as to form when
shut, an air tight joint. The power was in this case as before, to be obtained
by exhausting the main by an engine at one end, and to allow the pressure.
of the atmosphere to act upon the back of a piston accurately fitted to the
pipe, and having a projecting arm passing through the groove ; to this the
carriage was to be attached. The piston had certain attachments for open-
ing the valve as it advanced, and others for shutting it ; but withall the valve
was not tight.
In this advanced state was the contrivance, when taken up by Mr. Pen-
kus, who suggested the rope valve, which likewise failed to keep the tube
air tight, and was in turn abandoned- The course being thus clear, and the
notion reduced in. some measure to a practicable form, Mr. Clegg stepjjea
forward, and solved the difficulty. He has deviated in no respect from the
general arrangement suggested by Mr. Medhurst, but by a closer attention
to the conditions of the. problem and the mechanical details which these in-
volve, has succeeded in working out the original suggestion to practical util-
28 Atmospheric Railtoays.
ity in a way which promises to be efficient, and capable of en(|pring the
rough usage necessarily attendant on constant and rapid motion. .
The atmospheric railway in its present state of development, consists of a
cast iron pipe, laid in lengths, like water and gas mains, between the rails
of the line, and attached to the cross sleepers which support them. On the
top of this pipe is a narrow longitudinal opening, which for. the purpose of
rendering the pipe pro tempore air tight, is covered with a valve as suggest-
ed by Mr. Medhurst. This valve is* a simple flap formed of a slip of leather
rivetted between narrow plates of iron — the plates on the exterior side being
flat, while those on the under surface are of a segmental form to complete
the inner periphery of the tube when the valve is closed down. On one side
the leather is fastened down to a longitudinal rib, cast along the opemne in
the pipe, and being flexible, forms a species of hinge. The other edge,
when the valve is shut, falls within a ridge cast upon the pipe, and forms
with it a channel which is filled with a composition of bees' wax and tallow^.
This substance when melted into the channel cements the valve in its place,
rendering it to the necessary extent air tight. The tube is of the same di-
ameter throughout, and has a piston fitted into it likewise made air tight, by
leather collars. At the end of the rod of the piston is a counter weight to .
keep the rod, which is about fifteen feet in length, parallel to the axis of the
tube. Upon this rod is also a framp which carries four wheels, the use of
which is to open the valve as the piston advances in the tube. To it is also
' attached the coulter, which is formed of strong plate iron, and projects through
the longitudinal opening in the pipe, forming a connection between the pis-
ton and the leading carriage or gtiiding truck of the train moving upon the
- railway. The tube being exhausted in front of the piston by an air pump
worked by a steam engine, the piston is acted upon behind, and impelled for-
ward by the air, which finds admission into the main by the opening of the
valve on the passing of the coulter. This opening through which the coul-
ter passes is raised only a few feet in length at a time, and not in advance
of the piston. By the operation of raising the valve out of its seat, the pack-
ing is broken ; but the air tight contact is again immediately reproduced,
when the coulter has passed. The first part of this operation is effected by
a wheel attached to the guiding truck, which operating by a spring, presses
the valve into its place, where it is cemented by a hot copper slide, about five
fleet long which passing over the surface of the composition in the groove
at the valve edge, renders it partially fluid. The valve being thus opened
and replaced air tight as before, the tube is left ready to be again exhausted
for the next train.
The main pipe is prepared inside to receive the pislon in a very simple
and economical manner. On the castings being taken from the foundry
sand, a cutter is passed through them ; this if followed by a wooden piston,
which spreads the unguent in a complete coating of even interior surface.
By the frequent passage of the working piston, this tallow lining, or tinning
■ as it were, becomes perfectly smooth and nearly as hard as Paris plaster, so
■ that the piston may be considered, practically speaking, to work in a tube
of tallow protected by the iron pipe as a casing.
In this mode of propulsion, it is clear that the measure of the power for
producing motion is the product of the sectional area of the main pipe mul-
' tiplied by the number of pounds pressure due to the vacuum. Thus from a
tube of twelve inches diameter under a vacuum of eighteen inches of mer-
cury, giving nine pounds pressure per square inch, there is obtained an at-
mospheric power of fully 1000 pounds — a result equivalent to the avera,ge
adhesivt power of a locomitve engine j and capable with due deduction for
Atmospheric Railway.
29
friction and resistance of all kinds, of propelling ten carriages of 46^ tons
over a horizontal railway ; and two carriages of 9^ tons up an incline of so
Steep a gradiant as 1 in 28. On the West London line at Wormwood scrubs
where the atmospheric system has been in constant and successful operation
under very disadvantageous circumstances, on a length of half a mile, for
the last three years, the main pipe is only nine inches diameter. Up this
line, which is an incline of 1 in 120. loads of 13 tons have been propelled
at the rate of 20 miles an hour. On the Dalkey branch of the Dublin and
Kingstowp railway, the tube is 15 inches diameter, and the gradient of the
incline is 1 in 110. Up this three carriages loaded with passengers, have
been propelled over a distance of If mile, at the rate of 40 miles an hour.
With regard to the velocity attainable by trains impelled by atmospheric
pressure, it may be regarded as independent of load and pressure, and regu-
lated almost entirely by the proportiion between the area of the tube and that ■
of the exhausting pump ; that is, by the velocity with which the air is with-
drawn from the tube by the pump ; the exhausting pump piston travelling
at the same speed as the piston of the steam engine which works it ; that is,
not exceeding three miles an hour. -If the trains are required to travel at
the rate of 30 miles an hour, then the transverse sectional area of the air
pump must be to that of the pipe as 10 to 1, and the engine power must be
provided accordingly. This is independent of Ibad ; and gravity being prac-
tically an equivalent augmentation of the load to be moved, it is consequent-
ly also independent of the gradient. In practice, atmospheric leakage must
be taken into account, and additional engine power provided for it ^ this iah
computed to be at the rate of six horse power per mile of pipe. V
;, To illustrate this still further : suppose the travelling load to be 50 tons,
and the degree of vacuum necessary to obtain a given velocity, producing a
pressure of 10 pounds per square inch on the piston ; so long as the load is
the same and the line level, the train must move with equal velocity, because
the speed is due to the rapidity with which the air is pumped out of the pipe.
But if the load be only 25 tons, starting with the same pressure as with 50
tons, the train then runs faster than the air is drawn out of the pipe, the
power behind being so great in the first instance, as to force the load forward
at an increasing rate. But the pump going slower in proportion than the
train, the air gets packed as it were in front of the pistmi, and becoming less
rarefied, must offer greater resistance ; the velocity of the train, at first great-
ly increased, gradually diminishes, until the amount of vacuum becomes
propbrtionate to the weight behind it : the train then goes on uniformly.
Again, supposing the train to start with a load which is rather heavy for the
degree of vacuum, it moves at first with less required velocity ; but the air
in this case being withdrawn quicker than the road follows, the vacuum be-
comes more and more perfect ; and thus the power increasing gradually, the
train increases its velocity until it becomes balanced with the vacuum. To
ascend an incline, may be called equivalent to adding to the load, and to de-
scend equal to diminishing it ; when the train therefore coming to an incline,
begins to ascend, its rate will gradually diminish until the power is brought
up equivallent to the pressure ; that is, until the exhausting pump by going
faster than the train, generates a power sufficient to impel it up the ascent.
In descending inclines, the trains will start with increased velocity ; but the
vacuum will immediately begin to diminish and reduce the effective pressure
behind. The moment the train comes to the level, its velocity will begin to
increase till the balance is again restored between the velocity and pressure.
Messrs. Glegg and Samuda, the patentees of the atmospheric railway, pur-
pose to work their lines generally by stationary power, erected at intervals
30 ' Editorial ^
of four or five miles apart ; and to work the different inclines by correspond-
ing degrees of vacuum. By this means they calculate on a large saving of
first cost in the construction of railways on their system, and also in their
maintenance. * The former of these items they estimate at about £22,000,
and the latter at £1,460 per mile below the average cost of formation, and
expense of working upon the locomotive system. In this, however, it must
be observed, the average cost of construction is taken at £37,000 per milej
whereas some of our most important lines have been laid down for one-third
less, and it has been shown by Mr. Lock, that a very important line, the
Caledonian, may be made for £17,000 a mile.
The most important of the two savings claimed is that in the annual ex-
penditure ; and it must he admitted, in looking at the enormous sacrifice of
power and mater ieal in our locomotive system, that there is much room for
economy in this department. By the application of stationary power — and
this, in many, if not in most cases, might be water power — on the atmos-
pheric system there is nothing to be propelled except the cJlrriage, and a
near approximation to the full dynamical effect of the force generated is ob-
tained. On the locomotive system, half the load on the average of trains
consists of the engine and tender ; and on the stationary system of traction
by rope and pulley there is ,a large expenditure of power in draging the
rope along, in bending it round the drums, working the puUies along the
line, and overcoming the friction of the other parts of the attendant mechan-
ism. On the atmospheric system, is substituted a rope of air, without friction
or weight, and capable of transferring a power that may be called inex-
haustible and boundless.
• But on this subject we have not as yet obtained sufficient practical data to
waraant a strict comparison. We know that the locomotive system is ex-
pensive in the extreme, and that the mode of traction by rope and pulley is
attended with practical difficuUies and inconveniences, which prevents its
adoption wherever it can be avoided, A short experience on the Dalkey
branch, now on the eve of being regularly opened, will decide the question
to full satisfaction ; we await the result with some confidence.
In conclusion, we may remark that the atmospheric system seems to hold
out one paramount advantage in its perfect safety from collisions and similar
accident, which on railways, even with double lines, worked by locomotive
engines, are always liable to occur. j
Since the above was in type, a Dublin correspondent writes that the traiili
on the Dalkey branch have been running regularly with perfect success,
during the last three weeks, (Nov. 10th,) and that a speed of fifty miles an
hour has already been obtained. So elated are the promoters of the atmos-
pheric system, that arrangements are in course of preparation for extending
the line to Bray.
The series of communications from Charles EUet, Esq., C. E., in several
of our late numbers has attracted much attention and remark. From vari-
ous quarters we have been urged to make some comment upon these articles,
expressive of our dissent from the positions of Mr. Ellet. For several rea-
sons wc have abstained from doing so, and chiefly because — differing as he
does from many, if not most of the other distinguished members of the pro-
fession— we wished that his opinions should be heard without any bias, and
without any note or comment on our own part. This end has now been
answered, and we feel at liberty to express our opinions with the same fre-
dom which we have always felt disposed to grant to others.
«
EdiLonal. ^ ..^r - ^^Pf*
views, no matter how warmly, — provided this is done with decency and
propriety — \ye not only cheerfully give place to him, but urge a continuance
— convinced that if any error is advocated, it can easily and readily be re-
futed by members of the profession, all of whom are welcome to our pages.
Moreover, the discussion of error, if not childish or trifling in its character,
is sure to end in good ; and when the life and soul of the railroad system
are at stake, it certainly must prove jm inducement for sovie one to engage
in its defence.
In several previous articles we have alluded to the manner in which this
subject should be discussed, and we must confess that Mr. Ellet has ap-
proached more nearly than any one else to the spirit in which we desire to
see the question taken up. We differ from Mr. Ellet, however, as to the
value and correctness of his data, at least in one of the most important points
— ^the deterioration and wear of iron. The articles of Mr Ellet show a ^
vast deal of research, and labor; they are therefore entitled to a respectful -
and careful examination. But if the whole amount of railroad statistics in
our possession had been used as data in the formation of the rules or formu-
la proposed, much more general satisfaction would have been given. For-
tunately, the precise and systematical method of Mr. E. allows of the readi-
est correction of his own errors, for such do undoubtedly exist.'
The great and vital mistake, in our opinion, is the enormous, and as we
imagine, unwarranted amount of deterioration assigned to railroad iron.
vWe do not hesitate to say, that if the opinions — for they are but opinions — .
of Mr. Ellet are correct upon this point, the whole railroad system in this
country must fall to the ground, and in Europe should by this time have al- '].
ready been abandoned. This is not the case, and we have from this circura- ,
stance alone a reasonable doubt as to the correctness of the position assumed
by Mr. E. His data for this are taken from two roads, in themselves unfair
examples, and not correctly stated. Any inference, based upon so narrow a
foundation, and leading to such momentous consequences, has been well
characterised by a celebrated writer as an inverted pyramid, with the apex
to the ground — a fair case of unstable equilibrium.
But it is not our intention to enter into this discussion, which should be,
as we have before said, based upon strict argument upon all the data in our
possession. If the cause of railroads in general is at stake, its defence cer-
tainly must depend upon better qualified and more influential advocates than
ourselves. The pages of this Journal are open to all, and we urge upon
ail concerned to take part in the settlement of the most important question
ever presented to the profession. It is not in our power at present, even if ;
80 disposed, to fight single handed the battles of railroads in general ; in this ~
matter we feel quite independant ; we are under no obligations to railroads
generally, and all our labors on their behalf have hitherto been so miserably :
ewarded, that we think it a hard case to fight without pay and furnish our : .
own amunilion in the.lt^rgain.
. -■) ■
a»
Railroad Reports.
We have wished to express our own individual opimon, and having so
done, we open our pages to all who are disposed to enter into the argument
—only asking for fair play on all sides.
X .
RAIT.ROAD REPORTS.
It has been a common remark by many deeply interested persons, thai the
manner in which the annual reports are made, by railroad companies, ren-
ders it all but impossible to arrive at a correct understanding of their details.
There is seldom such a classification of the various items of expense as will
enable an uninnitiated or unprofessional reader to arrive at the true resuUs ;
consequently the great majority of the stockholders, and others who may
desire to become such, are unable to judge whether it is safe for them to hold
or to purchase stock in such companies. Another common remark is that
there would be great convenience if the reports of all railroad companies
were made, as far as possible, in tabular form, — so that the various items of
expense shall always be found in every report, in the same place, and under
their appropriate heads ; and we speak the sentiments of thousands, when
we say that much benefit will result to the cause of railroads by the adop-
tion of a tabular form of report which shall give each item of expense un-
der its appropriate and distinct head.
Our views upon this subject have been more than once expressed in these
columns, and repeated calls have been made upon those gentlemen, whose
experience in the construction and management of important lines, will en-
able them to draw out a form, comprising all the requisite heads, for publi-
cation in the Journal. As will be seen in this number, our call has been re-
sponded to in a manner highly gratifying to us, and we think it will be
found an exceedingly comprehensive and valuable document to the profession ;
and we venture, in their behalf, as we do most heartily in our own, to thank
Mr. Latrobe for preparing it. With this form before them, we hope each
railroad company to whom it may be sent — and we shall send a copy of the
Journal containing it to the president of each road, both in this country and
in Europe, where we can obtain the proper direction — will adopt the form
in making their reports, and send us a copy at their earliest convenience —
that we may make out a general table, exhibiting at one glance, a compara-
tive statement of the expenses on all railroads. Such a table will be useful,
as it will lead to a more rigid economy, and to great reduction in many
items of expense. ••
If desirable, we will furnish the different companies with these blanks,
in such numbers as they may desise, at any time, without delay, on receiv-
ing their order, as it is stereotyped. ' '-• '-*i'
Jl3*Subscribers will please recollect that this number commences a new
volume ; and they will do well to apply soon for missing numbers of the past
volume. Those who are in arrears for subscription will relieve their own
consciences, and our necessities by an early remittance. i
ERRATUM.— Article— "Dnration of railroad iron"— 8th line from bottom of page, for "400 milu
completed," read 4000 miles completed.
CONTENTS:
Page. Page.
Transportation on railroads — by Charles Eilet, iDuration ot railroad iron — remarks on Mr. El-
Jr, civil engineer, 1 let's formula — .I.E. B., 2S
Notes on practical encineerinj:, 8 Wear of iron rails — remarks on Mr. Ellet'g for-
Remarks on Mr. Ellet's formul«— <l,. 10] mula— W^. R. Caney. 23
Baltimiirn and Ohio railroad report, Vi Railroad dividends.— Price* of pork & poultry, 26
Form of a statistical table, 19 Atmospheric railways, S$
Coluaibi* and Iltiladelphia railroa<l, . .,-' SOEditorial,
..f
AMERICAN
-" RAILROAD JOURNAL,
AND
MECHANICS' MAGAZINE. ,i;l
Published Monthly at 23 Chambers-st New York, ; ^ By GEO. C. SGHAEFFER, and
at 92 a-yeax, in advance, or 3 copies tot 95. \ ( D. K. MINOK, Editors.
'^Si^ries.'^ j ~ FEBRUARY, 1844. r\t.x>aF
.^ — .^ — — ^ —^ — a
For the American Railroad Joornal and Mechanics' Ma^zine.
RERCARKS ON MR. ELLET*S FORMULA COST OF TRANSPORTATION ON RAILWAYS.
In the December number of your Journal, my remarks on this formula
of Mr. Ellet's, were perhaps sufficient to show that it was not possible to
construct one, which could be of any practical use for determining the pre-
sent value of any specific railway, and still less of one in contemplation, the
constant tendency towards amelioration in all the departments of this improve-
ment, rendering the data of to-day no longer applicable on the morrow. It
was there also shown, that in the very nature of the railway, the condition is
implied that it must always be kept up in full repair, the neglect of this con-
dition leading to its abandonment by the public, and the consequent ruin of
the concern. Hence like old wine, a railway should be and generally is, al)
the better for its age, and it may be broadly asserted, as the result of this
condition., that there is not one of our earliest railways of any note, which
is not now better than it ever was, and is, moreover, daily growing better in
some one or other of its details. Even in the case of the Columbia, a Penn-
sylvania State road, this is strongly exemplified, the daily expense of man-
agement being reduced to $350 per day in 1843^38 compared with $760 per
day in 1839 and 1840, the result as' well of improvements as of .better econ-
omy. Every railway must thus stand on its ovm merits, no two being found
stifficiently under a parity of circumstances to admit of the one being any
rule for the other, this being long since received as an axiom with all intelli-
gent railway engineers.
I shall now continue my remarks upon the further article which appeared
in your December number, from Mr. Ellet, in support of his formula.
In the first place he gives another table of the repairs and expenses o( en-
gines and cars for several roads, which is good, so f^r as it shows a variance
in this item of from five to ten cents per mile run, or of 100 percent. ; but of
what »]f"; is an average for 'particular application from such extremes as this ?
In Jhe next place he gives another table of the repairs and expenses of
&irfuiid- engines hr several roads returned in one itepi^ ^ which he pro-
. /',. ^; -i-^r.^ i-'\:M. ■ V_- .V-^- .
Remarks on Mr. Ellefs Formula.
perly remarks, " it is the custom of many companies to publish the cost of
repairs of their engines and cars in a specific item, so as to make it impossi-
hU for the reader to determine from their accounts what portion of the bill
was created by the engines, or the difference between the repairs due to dii-
ferent sorts of cars." Nothing daunted by this incongruous mixture, he
proceeds with his deductions, and tojix laws for these expenses, giving and
taking as it suits his purpose, and reduced also occasionally to the hard ne-
cessity of being obliged to suppose.
A seeming approach, now and then, to some agreement between the actu- '
al expenses and the calculated ones, by his formula, has naturally the effect
of misleadiog him, -when it is only the result of accident, and comes from
the roads compared by him being nearly all alike in the small ratio which
the actual business done by their establishments and machinery, bears to the
much greater amount they would be equal to, did the business exist for them.
This feature is strongly marked on all his tables, and is at first inseparable
from a railway, which in itself and its equipment must be a good deal ahead
of the business existing for it at the outset, but as experience shows that un-
der the influence of a railway, this business has a constant tendency to el-
pansion, while at the same time all the parts of the machine, getting to be
worked more in unison and towards the one single purpose of economy, its
earnings increase, and the proportion of. its expenditures diminish. This
has been signally manifested in the case of the Columbia road just adverted
to, as well as in that of perhaps the earliest pioneer in this improvement with
steam power, the Baltimore and Ohio railway, which, after narrowly escap-
ing the trials of infancy, has been of late years gradually approaching to-
wards a. fullness of business, and of this even Mr. EUet could not help being
struck, when he remarks, that the actual cost for the road fitlls considerably
below the computed cost for 1843, but without perceiving, or being willing
to acknowledge, that it was owing to this expansive tendency ; another re-
markable instance of which I find in the Georgia railroad report for 1843,
in which it is stated, that with an increase of only 353 miles run by ^e en-
gines, it delivered in that year 23,000 bales of cotton more than in 1842.
At this rate Mr. EUet's formula would be kept for ever at feult In Eng-
land, in the midst of its dense population and business, few railways suffered
long in a disproportion of iheir establishments, and the work for them to do ;
but here, in this cotmtry, where these essential elements of success are sparse
and small, much disappointment had to be suffered and patience borne, before
in most cases, that evil could be overoome. This expansive principle is ever
active on railways, and, tinder loio charges, being more particularly in-
fluenced by it than any of its rivals, its chances of survival and of ultimate
triumph are generally the best in cases where it may have to contend against
strong and unusual competition, and the business is not more than enough
for one. No bettor evidence can he adduced of any extended confidence with
the public in this improvement, than the rise in the stock of most railways,
the Reading included, in the last few months, some of them bearing the high-
Remarks on Mr. Ellefs Formula. |. •
est premiums of any on the stock list While on this part of the subject, we
cannot do better than quote what is said of it in England, where the interest
being large, it is likely to be best understood, and where the most unbounded
reliance on its permanent safety as a profitable investment is being constantly
manifested, which could not be, either there or here, if Mr, EUet's theory
were true.
" Other things being alike, if the receipts are higher, the percentage of expense will be
le«8 — and vice versa ; again, the more business, the less in proportion is the expense at
which it can be dsne, simply because the standing expenses will bear a less proportion to
the receipts when great than when httle. In det«nmning the comparative value, or the
per centage of profit on different lines of railway, the first consideration is to look at their
reactive amounts of capital, as the smaller this may be, the more likely is it to pay weU.
This is affected by many circumstances, not always controllable, but in respect to which
It is now only of use to remark, that after a vast amount of dear bought experience, the
first outlay can now generally be kept down to a saving of one-third of the old limits, and
for & very superior article. Between recently built railways, and still more so with those
which may be contemplated, and their pioneer progenitors, comparisons in first cost and in
Useful and profitable effect vnll no tonger hold, where they connect equally suitable points."
Thus for England at least the railway system is considered not only per-
manently safe, but can be relied upon as continuing to maintain a progessive
. career. Here, however, this encouraging view is not so general, and the
counter interest of canals, is forever busy in repressing it — and not satisfied
with endeavoring to make it the most self-devouring machine by its ordinary
expenses. Mr. Ellet thinks he has brought ag^ainst it a "- wear of iron,"
which alone would be beyond compensation by any probable amount of
business, and under which the whole system must inevitably break down.
But on this main item of the wear of the rail let me quote his awn words,
that he may not be misunderstood.
As a sort of summary of his views on this head, he remarks :
1st. " That great errors have been committed in the consideration of this subject, m
overlooking the fact, that the progress of the wear is rarely ascertained, or in the least ap-
preciated, until the rail is destroyed. The annual charge for iron is very small, because in
general the track does not appear to give way until it is nearly unfit for use. When re-
pairs really commence, the aestruction is so far advanced that the iron must be renewed,
and if the directors assert, as they usnaHy do, in their next report to the stockholders, that
experience has shown that the original iron is ver^ bad, and has all been crushed, the ex-
planation is satisfactory, and the cost of the new iron is forthwith charged to the account
of construction."
In order to show the estimate of loss he* has arrived at on a particular
form of rail, and after distinctly stating that he considers the so catted im-
proved edge rails as more perishable, he remarks,
2d. " That the common half-inch flat bar, under ordinary circumstances, is adequate to
the transportation of 150,000 tons of freight. Such a bar on the Petersburg road, where
the freight amounts to some 25,000 tons, would resist the wear of some six years' business;
but if the trade of one year of the Schuylkill canal (say 7 to 800,000 tons) were poured
along it, the iron part of the track would need entire renewal six times in one year.
But few of our readers can fail to be struck with the novelty of the idea in. ■
the first quotation, that the destruction of a rail thus steals upon one like a
thief in the night, and not being in the least appreciated, until the whole track
breaks down at once ; and still more novel will it seem to them, that the cost
of renewal is all supplied forthwith in a lump, by merely asking for it.
This is a readiness of means, which few, if any, of our railways ever sus-
pected themselves of possessing, under ordinary circumstances ; and und^
* i-:
-^s,'* -'■. -■»♦
Remarks on Mr. Elhfs Formnla.
such effects as Mr. Ellet attributes to a Schuylkill freshet of tonnage., not
one of them would hope to escape, in the money line, utter extinguishment.
In my own justification, however, 1 should state, that I doubted much
' whether these quotations should be treated seriously, as carrying in them
their own refutation ; but as the public in general look but seldom into this
subject, or have the means of much correct information in respect to it, I
, have thought it as well to show that it is only by an entire ignorance or per-
version, through misunderstanding I hope, of the facts in the case, that Mr.
fillet has been able to concoct such results.
Everybody knows more or less of the origin of steam railways for the
purpose of quicker travel and transportation. Not knowing better, they com-
menced with a light plate rail, but soon found out, that the stringer or con'
, timunis support it required, could not be kept continuous, but was forever de-
caying and leaving the rail unequally, by which it was sooner or later b«it
into ridges, according to the weight of the then more destructive locomotive.
This soon induced the use of a thicker flat bar, and so on from the plate rail
of 16 pounds, the weight has been gradually increased to 80 pounds per
. yard, disposed'of in various shapes to produce the greates possible strength,
principally to meet a continued increase, until lately in this country, of weight
. of locomotive, the best form of rail for this purpose being yet an open ques-
tion, and in which further improvements will continue to be made as sug-
gested by experience. It is in the course of these transitions during the last
fifteen years, from light to heavier rails, in search in fact of the adequate —
and towards which, in England, the Liverpool and Manchester, as the pio-
neer, contributed so liberally — that Mr. Ellet has thought to find his cases
of destructiwi, and to assume upon these mere replacements of a heavier for
a lighter rail, that a serious dead loss was incurred, when in feet the old and
merely defaced iron often, in the case particularly of the flat rail, always Te-
alized first cost, and sometimes a profit ; that on the Mine Hill road having,
as one instance, sold at 870 per ton. Here, then, is found the true version
of the several cases of rails destroyed, as adduced by Mr. Ellet, and that this
is so, as well as that there may exist not even a shadow of ground for the
very perishable character he attributes to it, but on the contrary, that it has
abundantly proved itself to possess a suitable durability, I subjoin a list of
roads on which the rails were laid some time prior to those cited by Mr. El-
let as long since destroyed, which are still in use, and likely to remain so
until the concerns can aflTord to change them, or for an indefinite period.
The following are those, among several others, that I will refer to, as having
still down their original iron, either in whole or in part:
The Mohawk «tnd Hadsoa, Flat rail In ast> for 10 years, 6team power.
The Baltimore and Ohio, do. <40 milet of old track) 12 " "
The Harlem railroad, 'do. 11 " Horse and steam power.
The Utica and Schenectady, do. 7 " Steam power.
The Columbia road, Edge rail 9 "
\r'
All these roads have had their iron put to the severest test, the Harlem in
particular, over the city part of the track, some 300,000 tons in human flesh
ajid cars passing annually, suid which must by this time have borne over one
V
'ii:^.':.x 'm
^« Remarks on Mr. Ellefs Formukk^/: . |p|
inillion of tons. The other roads have all been battered by the heaviest lo-
comotives, and made to suffer especially on their curves, from which few are
exempt, and ahhough made ho account of by Mr. Ellet, are the most fruit-
ful source of wear and tear to both road and machinery, particularly on the
<^olumbia railroad. But as establishing the fact of the little injury sustained
by the flat rail from the rolling of mere tonnage over it, we find by reference
to their reports that there have passed up to this time over the ^^*
MancK Chunk Lefaigh railnnd in coal descending and ascending cars a tonaaee of 3,160,000 tpns
Lackawanna « « u iT 2,600,000 "
MineHUl n u u « 1,600 000 "
Nqw as, the rail could save nothing hy rest, the wear would be the same had
the above tonnage passed over it in a month, or in a series of years, and
therefore for Mr. Ellet to assert that such a mere bagatelle, comparatively,
as 160,000 tons, would destroy the Petersburg rail in six years, and that the
tonnage of the Schuylkill for one year, about one-fourth of that already
passed over the Mauch Chunk road, would require it to be renewed six timts
in one year, is utterly preposterous. Neither do the parties concerned in.
the above roads entertain a doubt of the iron on them continuing to be use-
ful for many years to come, all of them showing annually an increased
transportatibu. ButVhat is most singular, is to find Mr. Ellet maintaining
that all the world have been asleep in this matter of the sudden breaking
down of the iron gn railways, and that as it were, it has been left to him to
give the first alarm and wake them up. It would indeed be marvellous, if at
this late day, no notice had been taken of this very important fact, or that it
would not indeed have proclaimed itself and have arrested the furt^r pro-
secution of the railway, particularly in England, where the iron is treated
without mercy - as regards weight of locomotive, length of train and above
all in the highest speeds — 30 miles for travel, and 15 miles per hour foi
freight What took so many of the Cofftinental engineers to England, and
afterwards brougiit tliem here, but to learn how it stood in particular, in re
spect to this vital part of the system. And does not the spread since of rail
ways over all the Contenent, establish the fact, that the cost for renewal nrom
wear of the rail, as I stated in my former remarks, was ascertained by them
to be compassable by a moderate annual charge after allowing for old ma-
terial, generally worth two-thirds of the new ; and this without limit to the
trade to be passed over it ? This being most particularly important to the
Continent, where iron is generally expensive, pains were in consequence
taken to be sure of the fact. The latest reference we can fead to the subject
in England, where it is now no longer matter of cwicem, is in a lecture of
Professor Vignoles, and he there says :
" That the result of a variety of experiments on the malleable iron nils of the Stockton
and Darlington colliery railway gives one-tenth of a pound per yard per annum, as the ab-
solute amount of fair abrasion. Some statements, however, made it much higher, beiiv
one-sixth of a pound per yard. On the Killing worth colliery it was one-eighth of a pound.
On the Liverpool and Manchester some years ago, the wear was fiiund constant at about
one-tenth of a pound per yard per annum. At Xim rate it woiild take 100 years to wear
away a rail froni^ mere abrasion ; but later experiwjce shows that the increased weight of
the iocomotive acts very destructivdy od rails whose appez wcbe are not suffidently •troog
•P" Remarks on Mr. ElM s Formula.
and of the beat manufiicture. We may take ten tons aa the present average we^ht on
one pair of driving wheels of EngUsh kxiomotives." j
The colliery railways here alluded to by him pass annually 700,000 to
800,000 tons by steam pdwer, and confirm the experience here that from
mere abrasion the loss to the rail is the merest trifle,, and which is only of
any moment, when in the case of inferior iron it is- liable to be partially torn
and exfoliated by the slipping, principally on the curves^, of heavy locomo--!
tives. A good deal of bad iron of both flat and edge rails was at first imposed
on railways, both here and in England, forming the exception and not the
rule in the case. This arose partly in the attempt of the English to make
as cheap rails as the Welsh manufacturers, without having as good mineral,
and leaving out some of the refining processes, and this was not at first so
much cared, for, until the hammering of the locomotive taught them that the
top tables of the rails at least could hardly be too good and malleable, and
to these the proper degree of toughness is now given. In England the iron
on railways is like the wood in this country, cheap and not so much an ob-
ject, and hence they coufd be liberal fn the weight of rail, rather than seek
to diminish that of the locomotive, which would there involve a loss of
power they could not afford. But here our interest has been to economise
iron in the rail, and to this end all the mechanical ingenuity in thia line has
been turned, imtil the desideratum has been at last attained of making all
the weight of the engine useful, at the same time, so distributed that with
treble the power of the old style of machine, it presses but little more on the
riil than an ordinary car — ^that is, the pressure from any single driver need
not exceed two tons, while in England it is four to five tons, with only half
the efficiency. The economy of this improvement must pervade the whole
system, and may be said to make a new era in it, at" which Mr, EUet'S for-
mula, based on old or obsolete data, must cease to be applicable, if at any
time it were good for anything. The thanks of all the lighter roads and
with unfavorable grades, and indeed of all sorts of railways are fully due to
MesMS. Baldwin and Whitney for this their latest ingenious effort; and
many have already given more substantial proois of acknowledgment, by
the adoption of this admirable engine, and all of them, after several months
trial, testifying to their unequivocal superiority. It will be at once per-
ceived how great may be the. saving of iron on a road using these locomo-
tives, with which 50 pounds to the yard would be our maximum.
I would here notice the very crude notions entertained commonly as to
the relative cost of transportation on a railway of passengers, merchandize,
minerals and other heavy products, !he impression being that travel is that
which costs least, when, according to Professor Vignolea, whose experience
is not small, he states it to be twelve times dearer than minerals, and six
times dearer than merchandize, carrying weight for weight, or reducing
them all to tons. This, in the case of minerals, as coal, arises in its being
the only species of transportation which always affords full loads, and the
saving generally in the comparatively low speed at which it is carried ; and
.»»'l.>^' .i. ^iK-
1
iienarhson Mr. JBitef&Formui^^ " l|p
this explains why the coilvery railways in England pay best, notwithstanding
the very low rates at which they carry, even with indifferent gradients and
for their weights, comparatively inefficient engines for so doing. Some there
are, who, when its carriage is associated with a railway, entertain the school
day notion, that a ton of coal, in particular, is heavier than a ton of feathers^
when in fact the latter, not any lighter of course, is the more cumbrous to
carry, as may well be imagined of a train of 800 to 1000 bales of cotton,
now a common sight on our light southern roads, since the introduction of
the locomotive just alluded to, and equal to 320 tons gross load, over 90 and
"37 feet grades, at a speed of 10 miles per hour, the engine weighing about
12 tons on 6 drivers.
It would appear, however, that the great aim of Mr. EUet, ui all this sta-
tistical diligence and research, is to prove the certain failure of the Reading
railway, in its present attempt to wrest the coal trade from the Schuylkill
canal, to which it runs parallel, between Philadelphia and Pottsville. If
railways could be kept in a state of infancy, and coniined to mere travel and
a small amoutU of freight, Mr. Ellet's attention might not perhaps have beai
aroused ] but this is not so, and as he expresses it — "Railways are now
constructed to take the place of important canals, and to furnish the means of
transport for the keavy froducts of the earth at exceeding low rates." As
the consequence of this attempt of the Reading railway, Mr, EUet asserts,
1st. •' That it will not withstand the rolling of the trade of the Schnylkill (7 to 800,000
tons) tar one ^ear.
2a. " That it will cost from 50 to 75 cents to replace the il-on which is destroyed by each
ton of coal that descends from Pottsville to Richmond on the present track."
As to the first assertion, the testimony already adduced by me, proves the
flat bar rail to possess sufficient durability, and might suffice for all other
forms, but as the rail on the Reading road is of the edge pattern, and pro-
nounced by Mr. EUet to be the feebler of the two, it will be useful to. show
that this, like all else that he asserts of the railway, is marked by the same
inverted and therefore perverted, view of the subject, which misleads him
and all kindred reasoners, while the improvement is flourishing all arotmd
them, into the mistaken belief that its days are nigh being numbered. It
happens, unfortiUiately for him, however, that this very Reading railroad al-
ready furnishes itself the test of a competency fer beyond what Mr. EUet
would allot to it, and comes very Apropos to the overthrow of his kind pre-
diction of its early fate.
Thus the records show that from its opening at the end of 1838, * ' ' '
to the end of 1843, there has passed already oret it a nett ton-
' nageof 600,000
Besides which there has passed, in descending and ascending'oars,
and in locomotive weight, a further tonnage in these five years,
of at least 500,000
■ Total, 1,000,000
' making a gross tonnage of at least one million which has rolled over this
Reading road in the past five years, thus afi!brding in itself pro(tf positive
r 1 ,'£^-iJ
.r
^ - , Remarks on Mr. Ellet's Fermuta.
that it can more than survive one year's business of the Schuylkill canal,-
its rail being still as good as new.
As to the second assertion, it is only of use, after this, to notice it with the
view of holding up the enormities, of which Mr. Ellet is capable, towards
a railway. Thus at 75 cents per ton on 800,000 tons, the wear would W
equal to $600,000, and at $55 per ton to near 11,00Q tons of iron consumed
per annum ; while the lohole track does not contain much over 7,600 tons. .
At this rate it would not be possible to supply a new track as fast as the old
Avas destroyed, not even were saw and roLLing mills to be provided alternately
with the water stations on its whole line. But with the help of my present
expose, I may fairly trust it to the common sense of the reader to see t^^t
no such condition of things could ever happen. I
Let me, however, look a little more particularly into this matter of the
wear of the rail, and by reverting to the data given by Mr. Vig^oles, assist
the reader to understand it. The Stockton and Darlington does a large
coal business of 700,000 to 800,000 tons per annum, besides 10 to 12 pas-
senger trains daily,, and the Liverpool and Manchester does also an immense
business. The wear on both these roads is stated by him to be about one-
tenth of a pound per yard per annum ; each yard weighing say 60 pounds ;
the wear would then eunount on a double track of 4 rails to four-tenths of a
pound per yard, equal to 704 pounds of iron per mile, or for 94 miles 66,176 •
pounds ; say 30 tons annually, and at $55 per ton, makes only $1,650 per
annum, for the cost, on this data, from mere abrasion of rails. There will
always be defective rails on a long line of railway, which will display them-
selves at intervals ' for several years, by exfoliation, until they are all
expelled, and which may be estimated as about equal in cost to the abra-
sion. The road once freed from these imperfect rails, but little trouble is
afterwards experienced ; and the whole expense for renewals, less .value of
the crushed material, worth say two-thirds of the new will not then much
exceed, say $30 to $35 per mile of road per annum ; which will cover a
,very long period before the whole first cost of the iron is thus expended ; and
in the -mean time this will no doubt be rendered the easier by the rails be-
ing, ere long, produced in the Schuylkill valley, on the very line of the road
itself, the expense being then only the cost of re-rolling the rail and a small
loss of weight — making it at least as cheap as they have ever been imported
free of duty.
The fragility of the rail, therfore, is but a poor dependance on which to
rely for getting rid of the competition of a railway, and so far from this be-
ing likely to be diminished hereafter, in the case of the Reading railway, its
proprietors have lately determined on completiag forthwith the double track
with a 60 pound rail, and otherwise in wharves and additional cars, increas-
ing its facilities for accommodating the coal business in particular, for which
it was mainly constructed. The canal proprietors on the Schuylkill and
the Lehigh are also said to be preparing themselves for the most determined
resistance, so that coal, already reduced by this contest from six to three clol-
~«^.--^.'.rtL-l
' Remarks on Mr. Ellei^s Forrnidai^ .■ > - 4Br
lars per ton, is not likely to rise soon, if it do not fall to a still lower mark.
The dividends of the railway may in consequence be somewhat impaired
for the moment, by this and other competition, but it will always be there as
the main regulator of the coal trade, and until this is acknowledged^! no per-
manent and just standard of charge, either by railway or canal, can be ar-
rived at, by which all may at least, more or less, live and prosper. This is
irrisistible so long as in the plan of the present lateral car and boat re-
. quired on the canal, the railway supplies a car as a substitute for the two
' first, and carries the same to a cheaper and more convenient point of delivery
>'■ V than is done by the boat. The continuance of low prices for coal in the
./ ; next five years, must have the good efl!ect of at least doubling the present
'%:': '•■■. annual consumption, estimated to be 1,200,000 tons of anthracite alone.
From some cause, Mr. Ellet would seem to have bound himself to^/brce a
•'>■'■ ;, -conclusion that railways are yet of very, limited .capacity, and particularly
J:j^ unfit for the profitable carriage oi heavy freight, as well because they would
.'■ . «oon break down under it, as that they cannot afford to carry it as cheaply
as its small value generally requires, which faculty, he would persuade us,
€md for hardly a better reason, however, than old custom, belongs only to csmals,;
and with a Chinese reverence in this respect, opposes through thick and
thin all innovation upon it There was a time when this position had some
slight color of support, but the ruthless progress of the age has overturned
it, and now in the generality of cases, in this country particularly, it may be
safely assumed that hereafter the railway will have the preference over the
canal, even though its main object be that of heavy freight, in the sound of
'■■■/, .- • which, as before explained, there is far more terror than ifl its carriage, in.'
the instance of the Reading railway, now so noxious in certain quarters,
> there is a peculiar adaptedness to this heavy business, there being here a
imioH of steam power and gravity, with an unbroken connection in its ter
minations for the coal business, and what must give it an easy triumph over
- > its rivals, the canals, in so far as becoming ultimately the great eegdlatok
of this trade.
If I have now raiLzd. too long at Mr. EUet, I must plead in excuse the
nature of the subject, and the very great importance of having it rightly un-
derstood by the public. Even in the great State of New York, against the
experience around about them, this exploded doctrine of the cheaper charac-
ter of canals is maintained — or pretended to be so — taking care, however,
'. to fetter the railways which run parallel to their great Erie canal ; this was
'■■ '^ a great project in its day, but its enlargement afterwards could only be ef-
fected by a constant and diligent circulation of the same erroneous views in
: respect to railways, which at this late day I find Mr, Ellet so zealous to keep
■■:■'. alive. Ten millions have already been wasted in this enlargement, and fif-
teen millions of dollars more would be required to complete it, for which
^'■f.: there are yet advocates, while two-thirds of this last sura would suffice not
only to prepare the line of railways between Buffalo and Albany to do the
whole business of the canal, but would suffice to carry the line down to
/ ,.
Notes on Practieat Sngineering.
Goshen, and from thence, by railways already made, connect Bufialo and
New York. The opponents of a railway to Albany always refer to the
competition of the steamboats on the Hudson, as insurmountable. Now by
steamboat the through traveller can only be delivered either way between
Albany and New York at a loss of the whole day and part of the next, be-
sides the expenses of laying over, which may all be estimated at $1 50 to
each ordinary traveller, and more to a business one ; therefore, if the steam-
boat carried for nothing, this extra expense must be entailed, and would
amply pay the railway in summer, and in winter it could have no opposition,
being always able to make the trip between these great central business
points in five or six hours. On the Erie canal there is now annually taken
in tolls two — in freight two and a half — and in passage money one million
of dolkucs, or in all about Jive aird a half millions of dollars, between Buf-
falo and Albany, a distance of 363 miles. Now wereihe railways on this
line allowed so to adjust themselves, as to do this large business, I believe
they could do it aU^ at a good profit, for three millions of dollars, or efiect-
ing a saving of the present entire freightj of two aitd a AaZ/ millions of dol»
lars, with greater accommodation to the immense business on the line oi the
canal and railroads themselves, by not restricting it to a part of the year
only. Any reform of this sort, may do to speculate upon^ with little hope
now of its being ever effected, the contrary interests having too strong a
hold, besides an impenetrable ignorance of the comparative merits of these
improvements generally, which cannot be suddenly dispelled. Both these
obstacles, in the community which it most benefits, have done their worst to
fru^rate the Reading railway, but it has now attaii>ed a safe position, and at
an outlay of say eight millions of dollars, will, in its way, represent the
most formidable engine of transportation in the world. A vast dependant
population, cm the anthracite coal fields of Pennsylvania, should be ever grate-
fid to it, for having freed them entirely from the monopolizing gripe of the
canals, and wiUi the all pervading economy of which the railway system is
the source, to the poor man in particular, we should all be eager to lend it-
a pushing hand; rather than, imitate Mr. Ellet in underrating its capacity
anid its usefulness. ' ;jy.s^te^7-rr?;PiV: F. a^
'■ ■ — :^^AMi: ■
Cor th» Americas Railroad Journal and Meohanics' Magazine. .-'■<:;
NOTES ON PRACTICAL ENGINEERING.: — NO. S.'.,;; \
" • -. . .<r . .' Bridges.
The suspension bridge of wire across the Schaylkil!^ at Philadelphia,
IVir. C. Ellet, Jr., engineer, offers an. admirable illustration of a position as-
sumed in the last number : that the employment of engineers of education
and experience to project a structure suitable- to the locality^ and adapted to
its objects, would be attended with vast benefit to all interested ; the commu-
nity as well as the proprietors. The patentee of some particular mode of
construction recommends his plan in all situations, and, to take the most fa-
vorable view of the case, let us suppose a bridge on Howe's plan, the beat
Notes on Practical Enigineering. '■ ' '""Wf
patented American bridge, to occupy the place of the suspensron bridge at
Fairmount. It is unnecessary to draw any comparisons — ^the statement of
the case is more than sufficient
The cost of the wire bridge is said to have been under $60,000 : less than
half the cost of the wooden bridge, which was burnt down ; but, never hav-
ing seen any other than newspaper reports, I am unable to offer any re-
marks on the subject, beyond stating that a saving in first cost and subsequent
annual expenses will generally result from the employment of competent
men. Besides this, I hold that neatness of appearance, and some little de-
gree of harmony with surrounding objects, should not be neglected: indeed,^
1 believe that these will — in the generality of cases — follow, to some extent,
a judiciously projected bridge, without in any way increasing the cost.
Every traveller must have noticed the deplorable structures on which he
often enters a beautiful village, and which, not unfrequently, disfigures its
most populous thoroughfares. Here is an immense amount of employment
which the profession should secure to itself and which in other countries forms
no small part of the business of the engineer. In this country, however,
where bridges are more required than in any* other, and where limited means
strongly indicate the propriety of ascertaining the capability and cost of
different plans, all is left to chance, and in place of adorning, the bridge is
only too often the only drawback on the scene. For example, the lattice
bridge across the Hudson, at the city of Troy, is in many positions of the
spectator a complete " blur," in a view otherwise rather interesting. Nu-
merous instances will suggest themselves to the reader, and I will only ob-
serve, that any engineer who will take the -trouble to study any particular
site for a bridge — ^be the span only 40 or 50 feet — will almost invariably
Strike out some particular plan, which, in his opinion, is superior to all ther
others he has considered ; taking into consideration the nature of the traffic,
the amount appropriated, the quality of the tiniber and stone and the sur-
rounding scenery. Without exactly regarding this as the best possible plan,
it will, in nine cases out often, be superior to the off-hand suggestions of an
engineer of fiir greater pretensions.
The nimierous bridges on the enlarged portion Of the 'Erie canal offered
numerous opportunities for improvement in these structures, and the experi-
ence acquired on that work had abundantly demonstrated the want of more
efficient and lasting bridges. It is impossibleto conceive anytkmg more in-
congruous than the new bridges generally. The abutments are beautifully .
constructed of cut Jime^tone, and are surmounted by a lattice'bridge boarded
and shingled. The abutments are not only permanent but costly, convey-
ing no idea of limited means or even economy ; the bridge itself is unsight-
ly, perishable and combustible, and together they form a capital specimen
of the " shabby-genteel" in engineering. Taking the cost of abutments and
superstructure together, we should have had a sum sufficient to have adorned
the route of the canal with a great variety of bridges, superior to the present
structures in durabili^, economy of repairs and appearance, if in the hands
it
Noies on Practical Engineering.
of competent persons ; the Schuylkill bridge, already referred to, will suP
ficiently explain my meaning. With the exception of the bridge at Utica, de-
signed by Mr. Whipple, engineer, I do not know of any attempt to inttoduce
a bridge substantially new or differing from those in ordinary use.
Mr. Wipple's bridge consists of a flat cast iron polygonal arch, from which
the roadway is suspended by vertical wrought iron rods, stiffened vertically
hy similar rods crossing each other and acting as struts as well as ties from
their shortness. The strings or tie-beams are replaced by iron rods, so that
the floor beams and the plank are the only perishable parts. The details
are very neatly arranged, the bridge is remarkably stiff and < may be easily
rendered, practically speaking, fire-proof Still the effect is not what it might
he. A circular or elliptical arch would have looked better, and being of
cast iron, a reasonable degree of ornament would not have added to the cost.
But this might have prevented its adoption " in toto" by the canal commis-
sionftrs, who, reckless of expenditure, have a most democratic dread of any
design which can, from any cause — even simple beauty of proportion — give
pleasure to, or elevate the feelings of) the beholder. This principle has
been carried out to some extent on the Croton water-works. For example,
the great arch at Sing Sing, built of granite in the best manner and at great
cost, shows hoAv much may be done towards reducing the architectural effect
of a struct^are where the magnitude of the span, the nature of the material and
the surrounding scenery conspire to produce a work which should do honor
to the nation and to the profession, a praise which all must accord to the
" distributing reservoir," though built mainly of rubble masonry, and of the
simplest form.
The distinguishing characteristic of English bridges is that the timbers
are all, or nearly all, subjected to compression ; American bridges depend-
ing generally on a string or tie-beam. Now, where it is difficult to keep-,
the grade high enough to clear floods, the English plan of placing arches
beneath the roadway becomes impracticable, though I still think that there
is vast room for improvement here, not excepting Mr. Howe's very cre<jyitar
ble arrangement of braces, iron rods and abutting blocks. -
It is common in Europe to pave wooden bridges, and I believe the bridge-
in the city of Providence was paved, and found to answer well. Where the
traffic is great, the plank wear out fast^and a thin coating of loose gravel is-
very injurious, by admitting moisture and heat to the plank and preventing
evaporation. If the plank be covered, the materials- should be put on in suf-
ficient quantity to prevent the percolation of the water. On railway brieves-
where the roadway is not subjected to the action of wheels and horses' hoofs^
a thick coating of gravel and tar does very well. Whei^ the frame work
of a bridge is not covered in, it is a good plan to put on two or three coats
of paint and sand which serves as a protection in some degree against fire
as well as against the weather. I look forward with much interest to the
results of Kyan's, Earle's and Payne's process for preserving timber, and it
Notes on Practical Engineering: ' lH^
eertainly appears that sufficient time has elapsed to test their value in some de-
gree. The bridge represented in the wood
cut wa» designed in the autumn of 1841,
and built during the following winter, to
replace a lattice bridge destroyed by fire.
The span is 70 feet, the rise 15 feet, out-
side width 20 feet. There are 4 arches
12 by 20 inches, formed of 10 two inch
planks, planed, covered with^egetable tar,
and bolted together with 2 three-fourths
inch bolts every 4 feet The vertical rods
are of one and one-fourth inch kon, and
the arches and floor are braced horizon-
tally in the usual manner. The arrange-
ment of the floor timbers is not good, but
I was compelled to suit the design to cer-
tain dimensions of material on hand. -^
For engines, exceeding 7 to 6 tones in
weight, the arches should be 24 inches
deep, and with the most suitable dimen-
sions of longitudinal and floer timbers, 3
arches would be sufBoient for 10 or 12
ton engines. It will be seen at a glance
that the gre.at difficulty is to give suffi-
cient slifTness in the centre. The object
was to guard against fire, and the arch-
es and strings were to have been covered
with sheet iron. They were, however,
protected by three coats of paint and sand,
and with the heavy covering of clay and
gravel on the floor, the bridge is tolerably
safe from the incendiary — a more formidable, and perhaps more frequent
enemy than the sparks from the engine. ,- .. y , ■-• (, »?*•»
Arches built 0 this manner have a strong tendency to retain their form.
During the erection of the above bridge a sudden risfe in the river disturbed
the centering and forced the arches back at the springing, increasing the
span as it were, but on restoring the centering to its position the arches
sprung back to their original form with great violence. Though built in
the plainest manner and of trifling span, the efiect is greater than can well
be believed without-inspection. The use of plank arches is of old date in
this country for susp^iding the road way, and there are fine specimens of
large urches of plank under the roadway in Weale's bridges. The arrange-
ment of the spandrels is however. diff*erent, and I believe the arches described
above were put together in a more substantial manner ; no wooden pins
were used, the plank were only ten inches thick and well planed and firmly
bolted together without feh. -'I'^S'^ ^
■ ',^'S
'Hi:^CK^'.-iiii:J't vf;^
46 ; Failure of Railways. — Editorial
This bridge has little or no thrust, is far superior in appearance to any
wooden bridge I have seen, admits of considerable ornament and is well
adapted to sites, where civilization has had sufficient time to produce its le-
gitimate effects on the taste and feelings of the community.
New York, Janttary, 1844. W. R. C
For the Ajnerican Railroad Journal and Mechanic*' Magazine.
FAILURE OF RAILWAYS.
When M# Ellet first advanced his unheard of doctrine, proposing to
make the cost of railroads and their fixtures, with an eye to the business
which they were likely to obtain — ^urging the propriety of making little
roads for little business, and large and strong roads for a heavy trade — a very
learned critic assailed the monstrous idea in your Journal of January 1st,
1842. From this valuable paper I copy the following, paragraph*:
" Still another conparigon may be made between the Schuylki%canal, which costs $S8,-
000 per mile without boats, and the Philadelphia and Pottsville ndlway, which costs $50,-
000 per mile, including cars and motive power. Is it not this additional cost which makes
it the superior and cheaper work of the Xv/o V
It will doubtless be gratifying to your correspondent, to learn that this
great railway has augmented its superiority, since that period, to the amount
of $26,000 per mile. The present cost of the railway appears, by the com-
pany's last report, to be no less than $7,119,295 51, or, in round numbers,
$T6,000 per mile. - 1; -
Its great merit was its great cost It has increased this merit in the brief
space of two years fifty per cent. r
The road is not yet finished, but the company have just obtained a loan
of $1,000,000, with which they hope to complete it. This sum, added to
the interest now unpaid, and the airrent year's interest, will add $1,500,000
to the present cost of the work, or, in round numbers ag^in, $16,000 per
mile. This is equivalent to an additional increase in the merit of the road,
for the present year, of 33 per cent. Its merit, accordingly, at the end of
this year, will be simply that of having cost $92,000 per mile.
Verily, Mr. Ellet was "behind the age," to use the lang^ge of your tor-
respondent, and the Reading railroad company are fast colung up with the
age Y.
We commence the publication, in this number of the Journal, of a very
extensive series of tables for calculating quantities of excavation and em-
bankment These tables will be completed in the next number, and will be
followed by a general description of the mode of calculating them as well
as a rigorous investigation of the principles on which they are founded.
They are prepared for different slopes and bases. The transverse and lon-
gitudinal inclinations of the ground are also allowed for *"
When completed, we shall, if sufficient inducement o^r, publish them
in pamphlet form, for the convenience of those who may desire to have them
V. •■
)
Report of the Schuylkill Navigation Company. * ^
, aeparatelyy and we believe that they will form a valuable present to the mem'
bers of the profession, who will also duly estimate the skill and industry of
the gentleman by whom they have been calbnlated and arranged. As it is
OUT intention to make the Journal as useful as possible to the engineer, we
cheerfully contribute the additional labor and expenditure incurred on our
jMirt, in brmging forward these elaborate tables. . f - .' '- ■ -J :f'^?!4r;:^f-V
We cheerfully give place to the report of the Schuylkill Navigation Company, exhibit-
' ing the result of their operations for the past year. This company has been many years
in very successful operation, and its stock was at one time esteemed the most productive in
the country, having paid, we believe, for several years about 20 per cent, per annum ; of
this, however, we a^e not sure, as this is the first of tiieir reports which has cmne under
euf observation. From this report it appears that the company are enlar^ng the capacity
of the canal, to enable them to reduce their tolls still more, and thus retain the coal trade,
for which, the Reading railroad has become a competitor. Competition in business, whiie
it oflen produces general good by the reduction of expenses common to aU, the poor as well
as the rich, not un&equently operates disadvantageously to individuals ; and such has pro-
bably been the case in this instance, as the stockholders in this canal company now receive
only six per cent, on their investment instead of 15 or 20 as formerly : but the competition
of the railroad has reduced the cost of transportation of coal from Pottsvillc to Philadelphia
full one dollar per ton, thus effecting an annual saving to the consumers of coal in this
country, of at least one and a-half millions of dollars a year. It does not, however, fol-
low, that the canal is to lose its business because the railroad obtains a portion of the cool
- trade — far otherwise — as their competition alone, if no other cause operated, would produce
a large increase in the consumption. In 1834 there was 226,692 tons of coal shipped from
• Pottsville ; the past year, 1843, it has exceeded 680i000 tons, or trebled in nine yean. Of
course there will be a continued increase in the business, which will require both works to
extend their means for accommodating it ; and our greatest apprehenaon is, that they will
not be able, at present rates of transportation, to keep up the competition and give the
shareholders a &ir return for their investment ; and would say to the managers of both
companies, come to a fair price, say $1-40 or $1*50 per ttm, and then let your rivalry be
. which shall get most business at that.
; REPORT OF THE SCHUYLKUX NAVIGATION COMPANY TO THE STOCKHOLDERS.
The president and managers of the Schuylkill navigation company, re-
spectfully submit to the stockholders their annual report for the year 1843,
which has just ended.
' The unusual lateness of the spring prevented the opening of the naviga-
tion until the 10th of April ; after which it continued uninterrupted and m
excellent order until closed, in December, for the winter. The supply of
water has been good, rendering unnecessary a resort to the ample stores con-
tained in the reserveirsi )
I.— OF THE STATE OF THE WORKS.
The works generally are in good order ; and the repairs required this
winter are not heavy. Throughout the line of 108 miles, from Port Car-
bon to Philadelphia, the works are much more substantial than formerly,
having been gr^tly improved and strengthened within the last few years,
while the canal banks have attained great solidity by time. The wooden
portions of the mechanical structures are the principar causes of expense for
repairs.
The new dam recently erected at Fairmount, under the authority and at
the expense of the city corporation, to replace the old one, which had stood
twenty-two years, and had become very leaky, is an excellent piece of worl^
.1
♦ •
48
Report of the Schuylkill Navigation Company. '
and relieves the company's navigation, for more than five miles, from the
injury caused by the defective and sunken condition of the old dam.
That pool has been the most defective part of the line, and has been the
cause of more trouble and expense to the boatmen than any other. As the
water could not be drawn dowh to deepen the channel, the construction of
coffer dams has been required ; and in former years several portions of the
pool have been thus improved, so as to give a depth of five and a-half feet^
when the river is at its ordinary stage. During the past season, shallow
places, amounting in the aggregate to the length of 2,288 feet, have been
thus deepened ; and it is believed that the boatmen will hereafter be able to
pass through this pool with the same facility as the re^ of the line.
Most of the dams on the lower part of the Schuylkill, where the river is
large, have been rebuilt by the compainy within a few 3«Bars, in the most
substantial manner, and so as to give an increased depth of water. During
the past season it has been the policy of the managers to maintain the works
in the most efficient state, at as small an expense as the length and importance
of the line, and the large amount of mechanical work upon it would permit ;
and they think that they have succeeded to a gratifying extent — as the great
reduction, amounting tq $31,064 33, in the annual current expenses for re-
pairs, salaries, and lock-tenders' wages will indicate ; which has been ef-
fected without impairing the efficiency of the police of the line, or the means
for the rapid passage of the boats.
The new outlet lock at the cross-cut, fourteen miles from the head of the
works, has been completed this season. The foundation was laid, and the
cut stone walls carried above the level of the pool in 1841, when its com-
pletion was postponed. This is now accomplished in the best manner, over-
coming a lift of twelve feet two inches, which formerly required two locks.
II. OF THE TRADE OF THE PAST SEASON.
The toll on coal has been retained at the rate of five mills, or half a cent,
per ton per mile, at which it was fixed in 1842 ; and the tolls on most other
articles at the former rates of three and four mills per 1,000 pounds per mile
— although some have been transferred from the higher to the k)wer class.
The highest class at the rate of six mills, which contained but a small amount
of tonnage, has been abolished, and the articles placed in the other classes,
so as to simplify the classification. A uniform toll of two cents per mile
has been charged on all empty boats, but no toll on any boat when the cargo
which it carried paid a toll of five dollars or upwards.
The total tonnage of articles ascending the river, exceeds that of 1842
by ten per cent., in which there is a small incr-ease of grain, salt, lumber
and iron.
The total tonnage of miscellaneous articles descending the river, exclud-
ing coal, lime and lime stone, exceeds that of last year by thirteen per cent,
having increased from 46,392 to 52,425 tons. Tfiis increase is mainly in
grain, flour, iron and nails. In lime and lime stone descending, there has
been a falling off of 15,328 tons, which is owing to a temporary fluctuation
in the general amount of the trade in those articles.
The quantity of coal brought down this season is 44T,058 tons — which
is nine per cent, less than the trade of last year. This diminution has been
caused by diverting a portion of the Schuylkill coal trade from the natural
channel of the navigation, and forcing it upon the Reading railroad ; which
y^as been effected to some extent by those having the control of that work,
by means of a scale of prices far below what is known upon any other rail-
road, and which has been repeatedly varied and reduced, for the appareitf
purpose of diverting the coal trade from the canal.****- ""''
Report of the Schuylkill Navigation Company. ■ 49
• • Notwithstanding' this extraordinary competition, the pecuniary results of
"Ais year's business have been highly gratifying, and they may be briefly
stated as follows :
Amount of tolls received in 1843, S260,724 38 1 Current expenses for repairs, salaries
Rents " 19,070 25 and lock tenders' wages, S71,856 67
' T» • . " M^,^^n. „o Expenses completing new lock at
^«<^»F^S' $279,794 631 cross-cut ^ ^ 5 093 06
Deduct expenses and interest, ^77^57346 j^j^^gg^ ^^J^^y^t lOO^GaS 73
Surplus, 102,221 171 Expenses and interest, 177,573 46
Leaving a surplus of §102,221 17 from the business of 1843, after paying
expenses and interest, and completing the new lock ; yvhich is more than six
per cent, upon the capital stock of the company.
The reduction of tolls upon the Union canal has increased the tonnage
iderived from that source. . J.
The income received from rents is $19,070 26, being $2,070 25 more
than the estimate given in the last annual report ; and the company possesses
a large amount of valuable water power, still undisposed of
The whole number of Schuylkill canal boats in use in 1843, has been
about 800 — of which 770 have been registered as passing the Fairmount
' locks. Of these, 278 are covered boats, adapted to the direct trade from
Pottsville to New York : 434 are open coal boats, and 58 lime boats and
miscellaneous.
The direct trade to New York amounts this year to 119,^72 tons, taken
through the Delaware and Raritan canal, consisting of 2,045 boat loads^—
averaging 58 tons 18 cwt. each.
III. OF THE FINANCES OF THE COMPANY.
The present amount o^ the loans of the company is $1,791,020 19 ; and
the annual interest accruing upon them, $96,533 70. Of the '$300,000
loan of 1837, $120,000 have been paid off in the past year, and the residue
extended until the first of January, 1854.
It has been the fortune of this great work, from its commencement to the
present time, to meet occasionally with obstructions and difficulties, calling
for patient fortitude on the part of the stockholders.
During the last two years, the state of the trade, the general prostration
of credit and confidepce, together with an extraordinary competition, occur-
ring at a period when loans were falling due, which under ordinary circum- :
stances could have been easily renewed, have obliged the board to apply the
revenue of the company, diminished by the reduction of the toll, to the pay-
ment ef4ebt ; and thus the two years have necessarily passed without a divi- ■''
dend, though the income afforded an annual surplus of more than six per ;
cent. There could be no hesitation about the obligation so to apply the re- :,
yeaue. The debt due was a demand of justice, to be paid to the utmost ex-
tent of the company's means. The stockholders have borne this privation '
with their usual firmness ; and the profits which have been disbursed ^y the \
company, since the-lst of January, 1841, besides paying all current charges*
and mterest, and $105,089 71 for new work, damages and real estate, have ■
reduced the permanent debt of the company $321,156 03, and the annual
interest $17,262 30.
Thus in 1841, the permanent debt was - - - - $2,112,176 23 '
New it is only . . ~ j. . . . 1,791,020 19
DifiFerence, - - - - - . $321,156 (0
In Sept'r and Dec'r, 1841, the interest payable was ^ual to vet annum, $113,796 00
Now it is 96,533 70 '■
. Difference, - - - . . . - ^ $17,262 30 '
:-^:i.lv^-
4||> Report of the SohuyVnll Navigation Companf.
Each share of stock has therefore been relieved from a debt to the amoant
of $9 64, and is intrinsically worth $9 64 more than it would have been*
if such payment had not been made ; and the saving in the aDDual interest is
equal to more than one per cent, per annum upon the whole capital stock.
By reducing, at the same time, the current expenses, these two items,, (in-
' terest and expenses.) formerly amounting to $224,596 a year, are now, when
the accounts are similarly stated, but $172,480.
If the revenue of the year 1844 should be equal fo that of 1843, and" the
same system be pursued, there will be a further reduction of the permanent ,.
debt, so that the capital stock and debt will be made nearly equal, and wilt ^
amount together to about $3,350,000, and the annual interest will b^ furthec
reduced. Whether or not this course will be the most expedient, must de« '
pend upon future circumstances. If it should not, still there will be an an-
nual appropriation to a sinking fund, for the payment of the debt, sufficieni
to extiaguish the whole of it in a reasonable time — an end 'which ought
steadily to be kept in view.
A loan of $153,887 19, at six per cent, will become due on the 1st day.
of December^ 1844 ; and a loan of $141,100, at five per cent., on the 1st of
January, 1845 ; and an ordinance has been prepared, and will be submitted
. to the stockholders, to give to the beard of managers the necessary power
to provide for these loans. r, %
IV. OF THE CAPACITY OF THE NAVIGATION.
The total tonnage transported upon the Schuylkill navigation sittce it was
first opened for public use, is nearly equal to eight millions of tons ; and the
line has been in better working order during the past season than ever be-
fore. , The waters of the river, which nature constantly renews, do not
perish in the using, like artificial roads.
In the year 1841, in 29 weeks, the canal carried 737,517 tons, which fo*
the usual season of 35 weeks, would be equal to 890,106 tons. And this is-
fax below the capacity of the existing mivigation,. the present practical limit
of which may be estimated at about a million and a half of tons descending
and which may easily be much increased.
The work is a public highway ; the boats upon it belong to individuals ;.
and any one, on paying very moderate tolls, and conforming to a few simple
regulations, is entitled to use it, alt times, and in such way as may best suil-i
his convenience. This has made it of great importance to the counties ".
,, through which it passes, and to the people who live along its borders, who.
: have found in the canal a most valuable home market for their produce. At
r the same time, it has left the company without the power of regulating the
rates of freight, although they have largely exercised their right of reduc-
ing the tolls. For several years after the canal was opened, the load of a>
canal boat was about 25 tons, and the time required for a trip from Pottsville-
. to Philadelphia, -and back, was about two weeks.
A large part of the boats now carry 60 toas ; and the trip is often made
in eight days. The increasing of the loads, and the shortening of the time,
'.} are both important elements in reducing the expense of transportation. The .
'; former is mainly due to the increased depth of water, and the latter to the
doubling of the locks, and the improvement of the towing paths. Consid-
. crable improvements have also been made in the construction of the boats.
The load which a boat can carry being equal to the difference between the'
weight of the boat and the weight of the water which it displaces when
f x)aded, the lightest boat, other tljings being equal, can carry the largest load.
'■'. Many persons interested in the coal trade, having expressed" a strong desire
. that a boat adapted to the Schuylkill navigation should be built of iron, sev-
lUtu. 61
«ral stockholders subscribed to the fundfor the purposeof building such an iroa
boat, which has been done by I. P. Morris & Co., of this city ; and the boat,
which is of good model and very substantial, has made a successful trip to the
coal region and back ; but as she has proved to be but littie lighter than a
good v»rooden boat of similar dimensions, her tonnage is not materially more.
(To be continued.)
Manumotive Railway Carriage. — We are informed that a machine of
this description is in use upon the London and Croydon railway, having been lately made
fOT Mr. Gregory, the resident engineer, by Mr. Gfeorge England, engineer, well known as
the inventor of the patent traversing screw jack, and other unportant improvements. The
machine is light and elegant in appewance, and will cany seven or eight persons at the
rate of eighteen miles an hour. It was propelled on Monday week by Mr. Roberts, dep-
uty chairman of the CrojAion company, ana Mr. Elngland, the inventor, from the New
Cross Station to the Dartmouth Arms — a distance of three miles up an inclined [Jane of 1
in 100, in seventeen minutes, and upon the level line at the rate of twenty miles an hour.
It is intended to be used by Gregory and his assistants to traverse the line, inspecting any
repairs or other works going on connected with the railway ; and will, in our opinion, be
found particularly useful for this purpose, and more especially so in connection with those
works upon the line which it is necessary to cany on during the night. We have no
doubt that these machines will come into general use, as they will effect a considerable
saving to the company in the expense of running an engine for the purposes which they
will supfdv- We hail with pleasure anything calculated to reduce that most important
item in railway accounts — the locomotive expenses, — [Railway Times.]
Stuffing Boxes. — A great economy in the tallow usually required for stuf-
fing boxes is effected by encircling the rod by a {riece of sheet brass, the joint being a di-
agonal one, and the bottom edge turned up all round like the brim of a hat. This brass
tube is packed with hemp at the back, and extends from the bottom of the stuffing box to
-within three quarters of an inch oft he top, so as to admit of the gland being tightened, and
the umier edge of the tube is bevelled off, so as to prevent the packing from catching upon
it. Tiiis improvement is due to the engineer of the Tagus, in which vessel it has been in
-successful operation for many months past ; its effect is to keep the jHston rods in the beet
'posnble comition, and to effect a saving of three-fourths of the tallow.— [Artizan.]
English Locomotives on the Continent. — In Germany, says a Leipzig
.paper, exclusive of Austria, there are 180 locomotives of English manu&cture running.
Of these, Messrs. Robert Stephenson & Co. made 81, which are distributed ovei^l4 linoe
of railway ; Sharp & Co. made 49 which are running on 10 lines ; Turner & Co. made
11 ; Rothwelli 10; Langridge & Co., 5; Forrester & Co., 5; Kirtly, 5; Tayleur & Co^
1 ; Bury & Co., 4i Fenton & Co., 2; Qaakell, 2; Rennie, 1 ; Hawthorn, 1^ Total 180.
Helix Propeller. — Seme accoimt was lately given to the Paris Academy
X)f Sciences of experiments made with a helix propeller on the Napoleon steamboat. The
•engines were of 120 horse power, and 'the results were that she would go 10 knots an hour
br steam alone in calm weather, and that in a voyage from Havre to Cherbourg, and from
'<5herbourg to Southampton, against a strong north wind and heavy sea, she went, with
her lofty mast, from 8-7 to 9 knots an hour. Under the same circumstances, Uie re-
poiter alleges that ordinary paddles would not have exceeded 5 to 6 knots. With the a»-
nstance of the wind she went 12 1-2 and 13 knots in the sea. The reporter also affirms,
that this vessel, the Napoleon, beat the Pkito, fitted with the Archimedean screw, half a
knot an hour; and that the Pluto beat the Archimedean nearly a knot an hour. Of course
therefore, this Napoleon 'would beat the Archimedean 1 1-2 knots an hour.— {Herapath's
Journal.] •
Profit&blt Paterit — The Mining Journal remarks that it is a curious
'&ct in sdentific discovery, that the most profitable invention that was ever patented in this
or any other country accidentally arose out of an application to Grovemment to admit sugar
for Agricultural purposes. The government apphed to Mr. Howard, the accomplished
chemist, brother to tne late dnke of Norfolk, to t^ some^experiments for the purpose of as-
certaining if sugar could be so effectually adulterated that it could not be again converted
into culinary uses. For this purpose he mixed all kinds of noxious materials with it, but
Jbe question remsdnid whether tney could be again separated, and in the experiments to
ascertain this, he discovered that not only could they be separated, but the sugar was better
■and purer. Out of this arose Howard's patent ■for sugar refining and the use of the vacuum
pan ; the annual nett income of which, from Ucences granted for its use, at the rate of la.
per cwt., yielding in some years between £29,000 anu £30,000. One house in London
alone paid £4,00tfet annum.
Ha
aib
■■r
3f.
y'
f\
t
TABLE No. I.
SLOPE i TO 1.
CONTENT FOR AVERAGE DBPTH8, BASB 16 FEET.
T5f
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
591
Oi
57
119
183
252
324
400
480
563
650
741
835
933
1,035
1,141
1,250
1,363
1,480
1.600
1
c. ydg.
1,7^4
1,852
1,983
2,118
2,257
2,400
2,546
2,696
2,850
3,007
3,168
30| 3,333
3,502
3,674
3,850
4,029
4,213
4,400
4,591
4,785
4,983
5,185
5,391
5,600
5,813
6,030
0,250
6,474
6,702
6,933
7,168
7,407
7,650
7,896
8,146
8,400
8,657
8,9ia
9,183
9,452
9,724
63
125
190
259
331
408
488
571
659
750
845
943
1,046
1,151
1,261
1,374
1,491
1,612
1,737
1,865
1,99
2,132
2,271
2.414
2;561
2,711
2,866
3,023
3,185
3,350
3,519
3,691
3,868
4,048
4,231
4,419
4,610
4,805
5,003
5,205
5,411
5,621
5,834
6,051
6,272
6,497
6,725
6,957
2
c. ydg.
11
69
131
197
266
339
416
496
580
668
759
854
953
1,056
1,162
1,272
1,386
1,503
1,624
1,749
1,878
2,010
2,146
2,286
2,429
2,576
2,727
2,881
3,039
3,201
3,367
3,536
3,709
3,886
4,066
4,250
4,438
4,629
4,*24
5,023
5,226
5,432
5,642
5,856
6,073
6,294
6,519
6,748
6.980
3
c. yda.
7,1921 7,216
7,431
7,674
7,921
8,171
8,426
8,683
8,945
6010,000
7,456
7,699
7,946
8,197
8,451
8,709
8,971
9,210 9,237
9,479 9,506
9,751 i 9,779
IO,(K^ 10.056
17
75
138
203
273
346
423
504
589
677
769
864
963
1,066
1,173
1,283
1,398
1,515
1,637
1,762
1,891
2,023
2,160
2,300
2,443
2,591
2,742
2,897
3,055
3,217
3,383
3,553
3,726
3,903
4,084
4,269
4,457
4,649
4,844
5,043
5,246
5,453
5,663
5,878
6,095
6,317
6,542
6,771
7,003
7,240
7,480
7.723
7;971;
8,222|
8,4771
8,735|
8.9971
9,263|
9,5331
9,806l
I0,083i
4
c. yd».
23
81
144
210
280
354
431
512
597
686
777
874
974
1,077
1,184
1,295
1,409
1,527
1,649
1,775
1,904
5
e. ydi.
28
87
150
217
287
362
439
521
606
695
786
8^4
984
1,087
1,195
1,306
1,421
1,539
1,662
1,787
1,917
6
c. ydt.
2,037 2,050
2,174
2,314
2,458
2,606
2,757
2,912
3,071
3,234
3,400
3,570
3,744
3,921
2,187
2,328
2,473
2,621
2,773
2,928
3,087
3,250
3,417
3,587
3,762
3,939
4,102 4,121
4,287 4,306
4,476
4,668
4,864
5,064
5,267
5,474
5,685
5,899
6,117
6,339
6,565i
6,794
7,027
7,264
7,504
7,748
7,996
8,247,
4,495
4,687
4,884
5,084
5,287
5,495
5,706
5.921
6,139
6,361
6,587
6,817
7,050
7,287
7,528
7,773
8,021
8,273l
8,562] 8,.528l
8,76li 8,787i
9,024; 9.0501
9,2901 9,317
9,560| '9,.587
9.8341 9,863
10,111110.1391
M
95
157
224
295
369
447
529
615
704
796
894
994
1,098
1,206
1,317
1,432
1,551
1,674
1,800
1,930
2,064
2,201
2,3®
2,'187
2,636
2,788
2,944
3,103
3,267
3,434
3,605
3,779
3,957
4,139
4,325
4,514
4,707
4,904
5,104
5,308
5,516
5,727
5,942
6,161
6,384
6,610
6,840
7,074
7,311
7,552
7,797
8,016
8,298
8,5.54
8,814
9,077
9,344
9,615
9,889
0,167
•7
c. yds.
40(
100
163
231
302
377
455
538
623
713
806
903
1,004
1,109
1,217
1,329
1,444
1,563
1,686
1,813
1,943
2,078
2,215
2.357
2;502
2,651
2,803
2,960
3,120
3,283
3,451
3,622
3,797
3,975
•8
c. ydg.
9
c. ydg.
461
106
170
238
309
385
463
546
632
722
816
913
1,014
1,119
1,228
1,340
1,456
1,576
1,699
1,826
1,95
2,091
2,229
2,271
2,517
2,666
2,819
2,976
3,136
3,300
3,468
3,639
3,814
3,993
4,157 4,176
4,343
4,.533:
4,726
4,923
5,124
5,329
5,537
5,749
5,964
6,183
6,406
6,633
6,863
7,098
7,335
7,57
7,822
8,071
8,32-1
8,580
8,840
9,1(«
9,;r7i
9,612
9,917
4,362
4,552
4,746
4,943
5,144
5,349
5,558
5,770
5,986
0.206
6;429
6,656
6,887
7,121
7,3591
7,601
■7,847
8,096
8,349
8.606
8;8e6
9,130
9,398
9,669
9,944
10,19510,223
51
112
177
245
317
392
471
554
641
731
826
923
1,025
1,130
1,239 J
1,351
1,468
1,588
1,711
1,839
1,970
2,105
2,243
2,386
2,531
2,681
2,834
2,941
3,152
3,317
3,485
3,S57
3,832
4,011
4,194
4,381
4,571
4,766
4,963
5,165
5,370
5,579
5,791
6,009
6,228
6,451
6,679
6,910
7,145
7,383
7,625
7,871
8,121
8,374
8,631
8,892
9,157
9,425
9,697
9,972
10,251
'! »
1
Vi
^
I
'■' '.' f :^ ' •■
<> ;-
'.i<^:':^.-i .. .v>. ; ■
TABLE No. II.
SLOPE ^ TO 1.
CONTENT FOR AVERAGE DEPTHS, BABE 18 FEET.
g
. 0
1
2
3
4
5
6
•7
•8
«
£ jc.yds.
c. yds.
c.yAi.
c. yd».
c. yds.
c. yds.
c.yd..
c. yds.
c. yds.
c. yds.
1
1 (
) •;
13
2C
2't
34
41
48
55
61
1
6£
1 76
83
9C
9-
104
111
119
126
13a
2
141
i4e
156
163
171
176
186
193
201
209
2
211
r 224
232
24C
24«
25€
264
272
280
288
4
296
> 304
312
321
329
331
346
354
363
371
5
38C
388
397
405
414
423
431
440
449
458
6
46':
476
485
493
503
512
521
530
539
548
7
ss-j
567
576
585
595
604
614
623
633
642
8
652
661
671 681
«691
700
710
720
730
740
9
750
760
7701 780
790
800
811
821
831
841
10
852
862
873
883
894
904
915
925
936
947
11
957
968
979
990
1,001
1,012
1,023
1,034
1,045
1,056
13
1,067
1,078
1,089
1,100
1,111
1,123
1,134
1,145
1,156
1,168
13
1,180
1,191
1,203
1,214
1,226
1,237
1.249
1,261
1,273
1,284
14
1,296
1,308
l,320i 1,332
1,344
1,356
i;368
1,380
1,392
1,404
15
1,417
1,429
1,441 1 1,453
1,466
1,478
1,491
1,503
1,516
1,528
16
1,541
1,553
1,566 1,579
1,591
1,604
1,617
1,630
1,643
1,656
17
1,669
1,681
1,695' 1,708
1,721
1,734
1,747
1,760
1,773
1,787
18
1,800
1,813
1,827 1,841
1,854
1,867
1,881
1,894
1,908
1,921
19
1,935 1,924
2,074 2,088
1,963 1,976
1,990
2,004
2,018
2,032
2,046
2,060
20
2,102 2,116
2,131
2,145
2,159
2,173
2,188
2,202
21
2,217
2,231
2,246; 2,260
2,275
2,289
2,304
2,319
2,333
2,348
22
2,363
2,378
2,393i 2,408
2,423
2.437
2,453
2,468
2,483
2,498
23
2,513
2,528
2,543! 2,559
2,574
2;589
2,605
2,620
2,636
2,651
24
2,667
2,682
2,698 2,713
2,729
2,745
2,761
2,920
2,776
2,792
2,808
25
2,824
2,840
2,856; 2,8"^
2,888
2,904
2,936
2,952
2,969
26
2,985
3,001
3,018 3.034
3,051
3,067
3,084
3,100
3,117
3,133
27
3,150
3,167
3,183 3,200
3,217
3,234
3,251
3,268
3,285
3,301
'28
3,319
3,336
3,353 3,370
3,387
3,404
3,421
3,439
3,456
3,473
29
3,491
3,508
3,526
3,543
3,561
3,578
3,596
3,613
3,631
3,649
30
3,667
3,684
3,702
3,720
3,738
3,7.56
3,774
3,792
3,810
3,828
31
3,846
3,864
3,883
3,901
3,919
3,937
3,956
3,974
3,993
4,011
32
4,030
4,048
4,067
4,085
4,104
4,123
4,141
4,160
4,179
4,198
33
4,217
4,236
4,255
4,273
4,293
4,312
4,331
4,350
4,369
4,388
¥
4,407
4,427
4,446
4,465
4,485
4,504
4,524
4,543
4,563
4,582
36
4,602
4,621
4,641
4,661
4,681
4,700
4,720
4,740
4,760
4,780
36
4,800
4,820
4;840 4,860
4,880
4,900
4,921
4,941
4,961
4,981
37
5,002
5,022
5,043 5,063
5,084
5,104
5,125
5,145
5,166
5,187
38
5,207
5,228
5,249 5,270
5,291
5,312
5,333
.5,353
5,375
5,396
39
5,417
5,438
5,459 5,480
5,501
5,523
5,544
5,565
5,587
5,608
40
5,630
5,651
5,673[ 5,694
5,716
5,737
5,759
5,781
5,803
5,824
41
5,846
5,H68
5,890| 5,912
5,934
5.956
5,978
6,000
6,022
6,044
48
6,067
6,089
6,1111 6,133
6,156
6;i78
6,201
6,223
6,246
6,268
43
6,291
6,313
6,336 6,359
6,565 6,588
6,381
6,404
6,427
6.450
6,473
6,496
44
6,519
6,541
6,611
6,634
em
6;680
6,703
6,727
45
6,750
6,773
6,797 6,820
.6,844
6,867
6,8* 6,914|
6,938
6,961
46
6,985
7,009
7,033 7,056
7,080
7,104
7,128
7,152
7,176
7,200
47
7,224
7,248
1,272 7,296
7.321
7,345
7,369
7,393
7.418
7,442
48
7,467
7,491
7,516 7.540
7,565
7,589
7,614
7,639
7,663
7,688
49
7,712
7,738
7,76.31 7;788
7,813
7,837
7,863
7,888
7,913
7,938
50
7,963
•7,988
8.013; 8,039
8,0fr4
8,089
8.115
8,140
8,166
8,191
51
8,217
8,242
8,268j 8.293
8,319
8.345
8;37I
8,396
8,4^
8,448
52
8,474
8,500
8,526i 8.552
8.578
8,604
8,630
8,656
8,683
8,709
53
8,735
8,761
8,788 8,814
8,841
8,867
8,894
8,920
8,947
8,973
54
9,000
9.027
9;053 9,080
9,107
9,1.34
9,161
9,188
9,215
9,241
55
9,269
9,296
9,323 9,350
9,377
9,404
9,431
9,459 9,486
9,513
56
9,541
9,568
9,596 9,623
9,651
9,678
9,706
9,733 9,761
9,789
57
9,817
9,844
9,872 9,899
9,927
9,955
?,984
10,012 10,040
10,068
58
10,0i>6
10,124
10,15310,181
10,209
10,237
10,266
10.294 10,323
10,351
59
10,380 10,4081
10,437i 10,465
10,494
10,523
10,551
10,58010.609
10.638
60 10,607 10 696110,72510,753! 10,783'10.81 21 10.841' 10,870 10,899'10,928 1
1 TABLE No. III. 1
1 SLOPE J^ TO 1. '1
CONTENT FOR AVERAGE DEPrHS, BASE 26 FEET. 1
g
1 -0 , -1
2
3
4
6
6
•7
•8
9
s.
c. yd». c. yd*.
c. yds.
c. yds.
28
c. yds.
37
c. yds.
47
c. yds.
56
c.yds.
66
0. yds.
75
c.yds.
85
€
0 9
19
1
94 104
114
123
133
143
153
163
173
183
2
193 203
213
223
1233
243
253
264
274
284
2
294 305
315
326
336
347
357
368
378
389
4
400 411
428
432
443
454
465
476
487
498
5
509 620
532
543
554
565
5T7
.588
699
611
6
622 634
645
657
668
680
692
703
715
727
7
739 751
763
775
787
799
811
823
835
847
8
859 872
884
896
908k 921
933
946
958
971
9
9^3' 996
1,008
10,21
1,034
1,047
1,059
1,072
1,085
1,098
10
l.lll! 1,124
1,137
1,150
1,-163
1,176
1,190
1,203
1,216
1,229
11
1,213: 1,256
1,269
1,283
1,296
1,310
1,323
1,337
1,350
1,364
12
1,.378 1,391
1,405
1,419
1,433
1,447
1,461
1,475
1,489
1,503
13
1,517, 1,531
1,545
1,559
1,573
1,587
1,602
1,616
1,630
1,645,
14
1,659 1,674
1,688
1,703
1,717
1,732
1,746
17,61
1,776
1,791;
15
1,806: 1,820
1,836
1,850
1,865
1,880
1,895
1,910
1,925
1,940
16
1,956 1,971
1,986
2,001
2,017
2,032
2,047
2,063
2,078
2,094
17
2,109 2,125
2,140
2,156
2,172
2,187
2,203
2,219
2,235
2,251
18
2,267 2,283
2,299
2,315
2,331
2,347
2,363
2,379
2,395
2,4U
19
2,428, 2,444
2,460
2,477
2,493
2,510
2,526
2,543
2,559
2,576
20
2,593 2,609
2,626
2,643
2,660
2,676
2,693
2,710
2,727
2,744
21
2,761 2,778
2,795
2,812
2,830
2,847
2,864
2,881
2,899
2,916
22
2,933 2,951
2,968
2,986
3,003
3,021
3|217
3,056
3,074
3,091
23
3,109 3,127
3,145
3,163
3,181
3,199
3,235
3,253
3,271
24
3,289 3,307
3'^
3,343
3,362
3,380
3,398
3,417
3,435
3,454
25
3,472 3,491
3,5(J9
3,528
3,546
3,565
3,584
3,603
3,622
3,640
26
3,659
3,678
3,697
3,716
3,735
3,754
3,773
3,792
3,812
3,831
27
3,850
3,869
3,889
3,908
3,927
3,947
3,966
3,986
4,005
4,025
28
4,044
4,064
4,084
4,103
4,123
4,143
4,163
4,183
4,203
4,223
29
4,243
4,263
4,283
4,303
4,323
4,343
4,363
4,383
4,404
4,424
30
4,444
4,465
4,485
4,506
4,526
4,547
4,567
4,588
4,608
4,629
31
4,650
4,671
4,692
4,712
4,733
4,754
4,775
4,796
4,817
4,838
32
4,858
4,880
4,902
4,923
4,944
4,965
4,987
5,008
5,029
5,051
33
5,072
5,094
5,115
5,137
5,158
5,180
5,202
5,223
5,245
5,267*
34
5,289
5,311
5,333
5,355
5,377
5,399
5,421
5,443
5,465
5,487.
5,711.
35
55,09
5,531
5,554
5,576
5,598
5,621
5,643
5,666
5,688
36
5,733
5,756
5,778
5,801
5,824
5,847
5,870
5,892
5,915
5,938;
37
5,961
5,984
6,007
6,030
6,053
6,076
6,099
6,123
6,146
6,169
38
6,193
6,216
6,239
6,263
6,286
6,310
6,333
6,357
6,380
6,404
39
6,428
6,451
d,475
6,499
6,523
6,547
6,571
6,595
6,619
6,643
40
6,667
6,691
6,715
6,739
6,763
6,787
6,812
6,836
6,860
6,885
41
6,909
6,934
6,958
6,983
7,007
7,032
7,057
7,081
7,106
7,131,
42
7,156
7,180
7,205
7,230
7,255
7,280
7,305
7,330
7,355
7,380
43
7,406
7,431
7,456
7,481
7,507
7,532
7,557
7,583
7,608
7,634.
44
7,659
7,685
'■m
7,736
7,762
7,787
7,813
7,839
7,865
7,891
45
7,917
7,943
7,995
8,021
8,047
8,073
8,099
8,125
8,151
46
8,178
8,204
8,230
8,257
8,283
8,310
8,336
8,363
8,389
8,416
47
8,442
8,469
8,496
8,523
8,550
8,576
«,603
.8,630
8,657
8,684-
48
8,711
8,73§
8,765
8,792
8,820
8,847
8,874
8,901
8,929
8,956
49
8,983
9,011
9,038
9,066
9,093
9,121
9,148
9,176
9,204
9,331
50
9,259
9,287
9,315
9,343
9,371
9,399
9,427
9,455
9^483
9,511
51
9,539
9,567
9,595
9,623
9,652
9,680
9,708
9,737
9,765
9,794
52
9,822
9,851
9,879
9,908
9,936
9,965
9,994
10,023
10,062
10,080
53
10,109
10,138
10,167
10.196
10,225
10,254
10,283
10,312
10,342
10,371
54
10,400
10,429
10,459
10;488
10,517
10,547
lt),576
10,606
10,635
10,665
55
10,694
10,724
10,754
10,783
10,813
10,843
K),873
10,903
10,933
10,963
56
10,993
11,023
11,053
11.083
11,113
11,143
11,173
11,203
11,234
11,264
57
U,294ill,325|
11,355
11,386
11,416
11,447
1.1,477
11,508
11,538
11,569
58
11,600
11,631
11,662
11,692
11,T23
11,754
11,785
11,816
11,847
11,878
59
11,^09
11,940
11,972
12,003
12,034
12,065
12,097
12,128
12,159
12,191
60*12,222
12,254 12285J12,317'12^I
12,380 12,412112,443112,475112,507 1
r/
/ /
•»>.-
-■•*»"--
•
m^j; . ««-.£.'
^-i.'ii«
* ;-■•.■ -i'f^iw. L--_---...
-*_•.'. '4 '- .- 1
TABLENo.IV.
(
J
!'■'"':■■:'. SLOPE i TO 1. i. V ^''- . ■ ^ "= . -^.
r
CONTENT FOR A,VERAGE UEFTHB, BASE 28 FECI.
i
O
1
2
3
4 5
6
•7
•8
9
s.
e.jim.
c. ydi.
c. xdi.
c. yd*.
c. yds.
c. ydi.
c. yd*.
c. yd*.
c. yd*.
c. yd*.
0
0
10
21
31
42
52
63
73
84
95
1
106
116
127
138
149
160
. 171
182
193
204
2
215
, 226
237
248
260
271
282
293
305
316
3
328
339
341
352
364
376
387
399
411
423
'■
4
444
456
468
480
492
504
516
528
540
553
5
565
577
589
602
614
626
639
651
654
666
6
689
701
714
727
740
752
765
778
791
804
7
817
830
843
856
869
882
895
908
922
935
. 8
948
961
975
988
1,002
1,015
1,029
l^
1,056
1,070
9
1,063
1,097
1,111
1,125
1,138
1,152
1,166
1,194
1,208
10
1,222
1,236
1,250
1,265
1,279
1,293
1,307
1,322
1,336
1,350
,'
11
1,365
1,379
1,394
1,406
1,423
1,437
1,452
1,467
1,482
1,496
12
1,511
1,526
1,541
1,556
1,571
1,586
1,601
1,616
1,631
1,646
■13
1,661
1,676
1,692
1,707
1,722
1,737
1,753
1,768
1,784
1,799
,
14
1,815
1,830
1,846
1,862
1,877
1,893
1,909
1,925
1,940
1,956
15
1,972
1,988
2,004
2,020
2,036
2,052
2,068
2,065
2,101
2,117
16
2,133
2,160
2,166
2,182
2,199
2,215
2,232
2,248
2,265
2,281
17
2,298
2,315
2,332
2,348
2,365
2,382
2,399
2,416
2,433
2,450
18
2,467
2,484
2,501
2,518
.2,535
2,552
2,570
2,587
2,604
2,621
-
19
2,639
2,656
2,674
2,691
2,709
2,726
2,744
2,762
2,779
2,797
90
2,815
2,833
2,850
2,868
2,886
2.904
2,922
2,940
2,958
2,976
21
2,994
3,013
3,031
3,019
3,067
3;086
3,104
3,122
3,141
3,159
22
3,178
3,1%
3,2>5
3,233
3,252
3,271
3/290
3,306
3,327
3,346
23
3,365
3,384
S;575
3,403
3,422
3,441
3,460
3,479
3,498
3,517
3,536
24
3,556
3,594
3,614
3,633
3,652
3,672
3,691
3,711
3,730
25
3,750
3,770
3,789
3,809
3,829
3,849
3,868
3,888
3,908
3,928
26
3,948
3,968
3,988
4,008
4,028
4,049
4,069
4,089
4,100
4,130
:27
4,150
4^170
4,191
4,211
4,232
4,252
4,273
4,293
4,314
4,335
^28
4,356
4,376
4,397
4,418
4,439
4,460
4,481
4,502
4,523
4,544
i29
4,569
4,586
4,607
4,628
4,650
4,671
4,692
4,713
4,735
4,756
30
4,778
4,799
4,821
4,842
4,8&4
4,886
4,907
4,929
4,951
4,973
31
4,994
5,016
5,038
5,060
5,082
5,104
5,126
5,148
5,170
5,193
32
5,215
5,237
5,259
5,282
5,304
5,326
5,349
5,371
5,394
5,416
33
5,439
5,461
5,484
5,507
5,530
5,552
5,575
5,598
5,621
5,644
,34
5,667
5,690
5,713
5,736
5,759
5,782
5,805
5,828
5,852
5,875
35
5,898
5,921
5,945
5,968
5,992
6,015
6,039
6,062
6,086
6,110
36
6,133
6,157
6,181
6,205
6,228
6,252
6,276
6,300
6,324
6,348
.37
6,372
6,396
6,420
6,445
6,469
6,493
6,517
6,542
6,566
6,590
;38
6,615
6,639
6,664
6,688
6,713
6,737
6,762
'6,787
6,812
6,836
39
6,861
6,886
6,911
6,936
6,9G1
6,986
7,011
7,036
7,061
7,086
.40
7^1
7^
7,136
7,162
7,187
7,212
7,237
7,263
7,288
7,314
7,339
41
7,390
7,416
7,442
7,467
7,493
, 7,519
7,545
7,570
7,596
,'
;42
7,622
7,648
7,674
7,700
7,726
7,752
7,778
7,805
7,831
7,857
'•;'
"•
!43
7,883
7,910
7,936
7,962
7,989
8,015
8,042
8,068
8,095
8,121
,44
8,148
^ 8,175
8,202
8,228
8,255
,8,282
8,309
8,336
8,363
8,390
^
'45
8,417
8,444
8,471
8,498
8,525
8,552
8,580
8.607
8,634
8,661
•
^
;46
8,689
8,716
8,744
8,771
8,799
8,826
8,854
8,882
8,909
8,937
47
8,965
8,993
9,020
9,048
9,076
9,104
9,132
9,160
9;188
9,216
1
48
9,244
9,273
9,301
9,329
9,357
9,386
9,414
9,442
9,471
,9,499
\
49
9,528
9,556
9,585
9,613
9,642
9,671
9,700
9,728
9,757
9,786
50
9,815
9,844
9,873
9,902
9,931
9,960
9,989
10,018
10,047
10,076
51
10,106
10,135
10,164
10,193
10,223
10,252
10.282
10.311
10,341
10,370
'
52
10,400
10,430
10,459
10,489
10,519
10,549
10,578
10,608
10.638
10,668
53
10,698
10,728
10,758
10,788
10,818
10,849
10,879
10,909
10,93»
10,970
54
11,000
11,030
12,061
11,091
11,122
11.152
11,183
if 213
11,244
11,275
55
11,306
11,336
11,367
11,398
11,429
li;460
11,491
11,522
11.553
11,584
56
11,615
11,646
11,677
11,708
11,740
11^771
11,802
11,833
11,865
11,896
57
11,928
11,959
11,991
12,022
12,054
12,086
12,117
^2,149
12,181
12,213
58
12,244
12,276
11,308
12,340
12,372
12.404
12,436
^2,468
12,500
12,533
69
12,565
12,597
12,629
12,662
12,694
12:T26
12,759
12,791
12,824
12,866
\
60I12,889'12,921'12,954'12,987
13,020
13;052'13,085'13,118I13,151
13,184
^k
' > ■» ■
TABLE No. V.*'
|. • SLOPE ^ TO 1.
CONTENT FOR AVERAGE DEPTHS, BASE 30 FEET
*
c. yds.
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
5
58
59
60l
0
c.yds.
0
113
230
350
474
602
733
867
1,007
1,150
1,296
1,446
1,600
1,757
1,919
2,083
2,252
2,424
2,600
2,780
2,963
3,150
3,3U
3,535
3,T33
3,935
4,141
4,350
4,563
4,779
5,000
5,224
5,452
5,683
5,919
6,157
6,400
6,646
6,896
7,150
7,407
7,669
7,933
8,202
8,474
8,750
9,030
9,313
9,600
9,891
10,185
10,483
10,785
11,091
11,400
11,713
12,030
12,350
12,674
13,002
13,333
1
c. yd*.
2
c. yds.
11
124
242
362
487
615
747
882
1,02*
1,164
1,311
1,461
1,616
1,773
1,935
2,100
2,269
2,441
2,618
2,798
2,981
3,169
3,360
3,555
3,753
3,956
4,161
4,371
4,584
4,801
5,022
5,247
5,475
5,707
5,942
6,181
6,424
6,671
6,921
7,176
7,433
7,695
7,960
8,229
8,501
8,778
9,058
9,341
9,629
9,920
10,215
10,513
10,816
11,121
11,431
11,744
12,061
12,382
12,707
13,035
22
136
253
374
499
628
760
896
1,036
1,179
1,326
1,477
1,631
1,789
1,951
2,117
2.286
2,459
2,636
2,816
3,000
3,188
3,379
3,575
3,773
3,976
4,182
4,392
4,606
4,823
5,045
5,289
5,498
5,730
5,966
6,206
6,449
6,696
6.947
7,201
7,459
7,721
7,987
8,256
8,529
8,806
9,086
9,370
9,658
9,949
10,245
10,543
10,846
1^152
11,462
11,776
12,093
12,415
12,739
13,068
3
. yds.
33
148
265
387
512
641
773
910
1,050
1,193
•1,341
1,492
1,647
1,805
1,968
2,133
2,303
2,476
2,653
2,834
3,019
3,207
3,399
3,594
3,793
3,996
4,203
4,413
4,628
4,845
5,067
5,292
5,521
5,753
5,990
6,230
6,473
6,721
6,972
7,22
7,485
7,748
8,013
8,283
8,556
8,833
9,114
9,399
9,687
9,979
10,274
10,573
10,876
11,183
11,493
11,808
12,125
12,447
12,772
5
c. yds.
6
c. yds.
13,36713,400
45
159
277
399
526
654
787
924
1,064
1,208
1,356
1,507
1,662
1,821
1,984
2,150
2,320
2,494
2,671
2,853
3,037
3,226
3,418
3,614
3,814
4,017
4,224
4,435
4,649
4,867
5,089
5,315
5,544
5,777
6,014
6,254
6,498
6,746
6,997
7,252
7,511
7,774
8,040
8,310
8,584
8,861
9,143
9,427
9,716
10,008
10,304
10,604
10,907
11,214
11,525
11,839
12,157
12,479
12,805
13,101 13,134
13,433113,467
56
171
289
412
537
667
800
937
1,078
1,223
1,371
1,523
1,678
1,837
2,000
2,167
2,328
2,512
2,689
2,871
3,056
3,245
3,437
3,634
3,834
4,037
4,245
4,456
4,671
4,889
5,112
5,337
5,567
5,800
6,037
6,278
6,523
6,771
7,023
7,278
7,537
7,800
8,067
8,337
8,612
8,889
9,171
9,456
9,745
10,03
10,334
10,634
10,937
11,245
11,556
11,871
12,189
12,512
12,837
13,167
13,500
183
301
424
550
680
814
951
1,092
1,237
1,386
1,538
1,694
1,854
2,017
2,184
2,355
2,529
2,707
2,889
3,075
3,264
3,457
3,654
3,854
4,058
4,266
4,4T7
4,693
4,911
5,134
5,360
5,590
5,824
6,061
6,303
6,547
6,796
7,048
7,304
7,564
7,827
8,094
8,365
8,639
8,917
9,199
9,485
9,774
10,067
10,364
10,664
10,968
11,276
11,587
11,903
12,221
12,544
12,870
13,200
13,534
•7
. yds.
■8
. yds.
79
194
313
436
563
693
828
965
1,107
1,252
1,401
1,553
1,710
1,870
2,033
2,201
2,372
2,547
2,725
2,908
3,093
3,283
3,476
3,673
3,874
4,079
4,287
4,499
4,714
4,933
5,156
5,383
5,613
5,848
6,085
6,327
6,572
6,821
7,073
7,330
7,590
7,853
8,121
8,392
8,667
8,945
9,228
9,514
9,803
10,096
10,393
10,694
10,999
11,307
11,619
11,934
12,253
12,576
12,903
13,233
13,568
9
c. yds.
90
206
326
449
576
707
841
979
1,120
1,267
1,416
1,569
1,726
1,886
2,050
2,218
2,389
2,565
2,743
2,926
3;il2
3,302
3,496
3,693
3,895
4,099
4,308
4,520
4,736
4,956
5,179
5,406
5,637
5,871
6,109
6,351
6,597
6,846
7,099
7,356
7,616
7,880
8,148
8,419
8,694
8,972
9,256
9,542
9,832
10,126
10,423
10,725
11,029
11,338
11,650
11,966
12,286
12,609
12,936
13,267
13,601
101
218
338
461
589
720
855
993
1,136
1,281
1,431
1,584
1,741
1,902
2,067
2,235
2,407
2,582
2,761
2,944
3,131
3,321
3,516
3,713
3,915
4,120
4,329
4,541
4,758
4,978
5,201
5,429
5,660
5,895
6,133
6,376
6,621
6,871
7,124
7,381
«,642
7,907,
8.175
8,447
8,722
9,000
9,284
9,571
9,861
10,156
10,453
10,755
11,060
11,369
11,681
11,998
12,318
12,641
12,969
13,300
13,635
■ ••- .">»_!
.*t.. > .• -^
'n^X'
.■^^«#t».i ttr%^- ■^'T^-^ fi,r%,..^
'r'i(
¥
TABLENo.VI.
\:] ..•;,.:;■';.. Aslope ^ to 1. , ' . fi
CONTENT FOR AVERAGE DEPTHS, BASE 34 FEET.
1
0
1
•2 -3 1
•4
5 6
•7
•8
9
s.
^ yds.
c. yds.
c. yds.
c. yds.
c. yds.
c. yds. c. yds.
c. yds.
c. yds.
c. yds.
"o
0
13
25
38
51
63 76
.89
102
115
1
128
141
154
167
180
193 206
219
233
246
•2
259
273
286
299
313
3-26 3-iO
354
377
391
3
394
408
422
436
450
463 477
491
508
519
4
533
547
562
576
590
604 618
633
647
661
5
676
690
705
719
734
749 763
778
793
807
6
822
837
852
867
882
897 912
927
942
957
7
972
987
1,003
1,018
1,033
1,049 1,063
1,078
1,096
1,110
8
1,136
1,142
1,157
1,173
1,188
1,20-1 l,-220
1,23(;
1,252 i;267|
9
1,383
1,299
1,315
1,331
1,347
1,363 1,380
1,396
1,412
1,428
10
1,444
1,461
1,477
1,494
1,510
1,526 1,543
1,559
1,576
1,593
11
1,609
1,626
1,6-13
1,659
1,676
1,693 1,710
1,727
1,744
1,761
12
1,778
1,795
1,812
1,829
1,846
1,863 1,881
1,898
1,915
1,933
13
1,950
1,967
1,985
2,002
2,020
2,038 2,055
2,073
2,090
2,106
14
2,126
2,144
2,162
2,179
2,197
2,215 2,233
2,251
2,269
2,287
15
2,306
2,334
2,342
2,360
2,378
2,397 2,415
2,434
2,452
2,470
16
3,489
3,507
2,526
2,545
2,563
2,582 2,601
2,619
2,638
3,657
n
2,676
3,695
2,714
2,733
2,752
2,771 2,790
2,809
2,838
3,847
18
2,867
3,886
2,905
2,9-25
2,944
2,963 2,983
3,002
3,022
3,042
19
3,061
3,081
3,100
3,120
3;i40
3,160 3,180
3,199
3,219
3,239
90
3,-259
3,279
3,299
3,319
3,340
3,360 3,380
3,400
3,420
3,441
21
3,461
3,482
3,502
3,522
3,543
3,563 3,584
3,605
3,«25
3,646
22
3,667
3,687
3,708
3,729
3,750
3,771 3,792
3,813
3,834
3,855
23
3,876
3,897
3,918
3,939
3,961
3,982 4,003
4,0-26
4,046
4,067
34
4,089
4,110
4,132
4,154
4,175
4,197 4,218
4,240
4,262
4,384
25
4,306
4,327
4,349
4,371
4,393
4,415 4,437
4,459
4,482
4,504
26
4,526
4,548
4,570
4,593
4,615
4,638 4,660
4,682
4,705
4,727
27
4,750
4,773
4,795
4,818
4,841
4,863; 4,886
4,909
4,932
4,955
28
4,978
5,001
5,(h24
5,047
5,070
5,093! 5,116
5,139
5,163
5,186
29
5,209
5,233
5,256
5,279
5,303
5,326 5,350
5,^4
5,397
5,421
30
5,444
5,468
5,492
5,516
5,540
5,563' 5,587
5,611
5,635
5,65ft
31
5,683
5,707
5,732
5,756
5,780
5,804 5.828
5,653
5,877
5,902
32
5,936
5,950
5,975
5,999
6,024
6,049 6;073
6,098
6,123
6,147
33
6,172
6,197
6,222
6,247
6,272
6,297
6,322
6,347
6,372
6,397
34
6,422
6,447
6,473
6,498
6,523
6,549
6,574
6,599
6,625
6,650
35
6,676
6,702
6,727
6,753
6,778
6,804
6,830
6,856
6,882
6,907
36
6,933
6,959
6,985
7,011
7,037
7,063
7,090
7,116
7,142
7,168
37
7,194
7,321
7,247
7,274
7,300
7,326
7,353
7,379
7,406
7,433
38
7,459
7,486
7,513
7,539
7,566
7,593
7,620
7,647
7,674
7,701
39
7,738
7,755
7,782
7,809
7,836
7,863
7,891
7,918
7,945 7,973
40
8,000
8,027
8,055
8,082
8,110
8,138
8,165
8,193
8,220 8,248
41
8,276
8,304
8,332
8,359
8,387
8,415
8,443
8,471
8,#9 8,527
42
8,556
8)?39
8,584
8,612
8,640
8,668
8,697
8,725
8,754
8,782 8,810
43
8,867
8,896
8,925
8,953
8,982
9,01L
9,039
9,068 9,097
44
9,136
9,155
9,184
9,213
9,242
9,271
9,299
9,329
9,358 9,38/
45
9,417
9,446
9,475
9,505
9,534
9,563| 9,593
9,622
9,652 9,682
46
9,711
9,741
9,770
9,800
9,830
9,860; 9,81>0
9;919
9,949 9,979
47
10,009
10,039
10,069
10,099
10,130
10,16010.190
10,220
10,250 10,281
48
10,311
10,34-2
10,37-2
10,402
10,433
10,463
10,494
10,525
10,555 10,586
49
io,()i:
10,647
10,678
10,709
10,740
10,771
10,80-2
10,833
10,864 10,895
50
10,926
10,957
I0,98f5
11,019
11,051
11,082
11,113
11,145
11,17611.207
51
11,239
11,260
11,292
11^24
11,355
11,387
11,428
11,460
11,49211.5-24
52
11,556
11,58'
11,619
11,651
11,683
11,715
11,747
11,779
11,81211,844
53
11,876
11,908
11,940
11,973
12,005
12,03»
12,070
12.102
12,1351-2,167
b\
12,300
12,233
12,265
12,298
12,331
12,363
12.396
12;429
1-2,46312,496
55
13,538
12,561
12,594
12,627
12,660
12,693
1-236
12,760
12,793 12,826
56
12,859
12,89:
12,926
12,959
12,993
13,0-26
13.060
13,094
13,12713,161
5-
13,194
13,22^
13,26-2
I3,29(i
13,3-29
l3,3(i.S
13,397
13.431
13,46513,499
58
13,533
13,56':
13,60-2
13,63(5
13,670
13,704
13,738
13,77:5
13.807 13,842
59
13,87(;
I3,91f
I3,94f
13,970
14,014
14,049
14,083
14,118
14,1.53 14, IS"
6(
14,22£
14.2.5:
!4.2;>-2
11.32:
14 362
14.39:! 14.4.32
14.467
14..502 14.5:^7
■
•aeihi^7
-frt.^-* '- -^
>1
i*
, ./
-.ST.'
TABLE No. VII
SLOPE ^ TO 1.
CORRECTION FOR DIFFERENCES OF DEPTHS
1
O
1
2
3
4
6
6
•7
•8
»
~i
c. yd«.
•c. jrd».
0
c<yds.
c. yd).
c. yd*.
c. yd*.
c. yd*.
c. yd*.
c.jrd*.'
c.yda.
0
0
0
0
0
0
0
0
0
2
1
1
1
1
1
1
1
1
1
1
3
1
2
2
2
2
2
2
2
9
9
4
2
3
3
3
3
3
3
3
3
4
5
4
4
4
4
5
5
5
5
5
6
6
6
6
6
6
6
7
7
7
7
7
7
8
8
8
8
8
8
9
9
«
10
8
10
10
10
11
11
11
11
12
12
19
9
12
13
ra
13
13
14
14
15
15
15
10
15
16
16
16
17
17
17
18
18
19
11
19
19
19
20
20
20
21
21
91
99
12
22
23
23
23
24
24
25
25
26
96
13
26
26
27
27
28
28
29
29
29
30
14
30
31
31
32
32
32
33
33
34
34
15
35
35
36
36
71
37
38
38
39
39
16
40
40
41
41
42
42
43
43
44
44
17
45
45
46
46
47
47
48
48
49
49
18
50
51
51
52
52
53
53
54
65
55
19
56
56
57
57
58.
59
59
60
60
61
20
62
62
63
64
64
65
65
66
67
67
21
68
69
69
70
71
71
72
73
73
74
'3a,
75
75
76
77
77
78
78
79
80
81
23
82
82
83
«4
84
S5
86
87
87
88
24
89
90
90
91
92
93
93
94
95
96
25
96
97
98
99
100
100
101
102
. 103
104
26
104
105
106
r07
108
108
109
110
111
119
27
112
113
114
115
116
117
118
118
119
120
28
121
122
123
124
124
125
126
127
128
129
29
130
131
132
132
133
134
135
136
137
138
30
139
14e
141
142
143
144
144
145
146
147
31
148
149
150
151
152
153
154
155
156
157
32
158
159
160
161
162
163
164
165
166
167
33
168
169
17t>
171
172
173
174
175
176
177
34
178
179
181
182
183
184
185
186
187
188
35
189
IW
191
192
193
194
196
197
198
199
36
200
201
202
203
204
206
907
908
909
210
37
211
212
214
215
216
217
218
219
920
229
38
223
224
225
226
228
229
230
931
232
234
39
235
236
237
238
240
241
242
943
244
246
40
247
248
249
251
252
253
254
256
267
966
41
25^
261
262
263
264
266
967
968
970
271
42
27?
274
275
276
277
279
980
981
98S
984
43
285
287
288
289
291
292
293
995
296
297
44
299
300
301
303
304
306
307
306
310
311
45
313
314
315
317
318
319
9
391
329
394
326
3
/^^^ i^yC- ^ -2^*-V* e-^*
^v^->7 /
1
TABLE No. VIII.
SLOPE 1 TO 1.
CONTENT FOR AVERAGE DEPTHS, BA8E 15 FEET.
\
i
0
1
•2
3
4
•5 -6: 1
■7
•8
9
1
0
0
c. yd*.
6
c. yds.
c. yd».
c. yds.
23
c. yds.
29
c. yd».
35
c. yds.
41
c. yds.
47
c. yds.
53
11
17
1
59
66
72
79
85
92
^8
105
112
119
2
126
133
140
147
155
161
168
176
184
190
3
200
208
216
224
232
240
248
256
265
273
4
281
290
299
307
316
325
334
343
352
361
5
370
380
389
399
408
418
427
437
447
457
6
467
477
487
497
507
518
528
539
549
560
7
570
581
592
603
6U
625
636
647 6591
670
8
681
693
705
716
728
740
752
764
776
788
9
800
812
825
837
850
862
875
887,
900
913
10
926
939
952
965
978
992
1,005
1,015
1,088
1,046
11
1,059
1,073
1,087
1,101
1,115
1,129
1,142
1,167
1,171
1,186
12
1,200
1,215
1,229
1,244
1,258
1,273
1,288
1,303
1,318
1,333
13
1,348
1,363
1,379
1,394
1,410
1,425
1,441
1,456
1,472
1,488
14
1,504
1,520
1,536
1,552
1,568
1,584
1,601
1,617
1,634
1,650
15
1,667
1,683
1,700
1,717
1,734
1,751
1,768
1,785
1,802
1,820
16
1,837
1,855
1,872
1,890
1,907
1,925
1,943
1,961
1,979
1,997
17
2,014
2,033
2,051
2,070
2,088
2,107
2,125
2,144
2,163
2,181
18
2,200
2,219
2,238
2,257
2,276
2,295
2,315
2,334
2,354
2,373
19
2,393
2,412
2,432
2,452
2,472
2,492
2,512
2,532
2,552
2,572
30
2,593
2,613
2,634
2,654
2,675
2,695
2,716
2,737
2,758
2,779
21
2,800
2,821
2,842
2,864
2,885
2,907
2,928
2,950
2,971
2,993
22
3,015
3,037
3,059
3.081
3,103
3,125
3,147
3,170
3,192
3,214
23
3,237
3,260
3,282
3,305
3,328
3,351
3,374
3,397
3,420
3,443
24
3,467
3,490
3,514
3,537
3,561
3,584
3,608
3,633
3,656
3,680
25
3,704
3,728
3,752
3,776
3,801
3,825
3,850
3,874
3,899
3,923
26
3,948
3,973
3,998
4,023
4,048
4.073
4,098
4,124
4,149
4,175
27
4,200
4,226
4,251
4,277
4,303
4,329
4,355
4,381
4,407
4,433
28
4,459
4,486
4,512
4,539
4,565
4,59a
4,618
4,645
4,672
4,699
29
4,726
4,753
4,780
4,707
4,835
4,862
4,890
4,9 L7
4,945
4,972
30
5,000
5,028
5,056
5,084
5.112
5,140
5,168
5,196
5,225
5,253
31
5,281
5,310
5,339
5,367
5;396
5,425
5,454
5,483
5,512
5,541
32
'5,570
5,600
5,629
5,659
5,688
5,718
5,747
5,777
5,807
5,437
33
5,867
5,897
5,927
5,957
5,987
6,018
6,048
6,079
6s 109
6,140
34
6,170
6,201
6,232
6,263
6,294
6,325
6,356
6>387
6,419
6.450
35
6,481
6,513
6,545
6,576
6,608
6,640
6,672
6,704
6,736
6,768
36
6,800
6,832
6,865
6,897
6,930
6,962
6,995
7,027
7,060
7,093
37
7,126
7,159
7,192
7,225
7,258
7,292
7,325
7,359
7,392
7,426
38
7,459
7,493
7,527
7,561
7,595
7,629
7,663
7,697
7,631
7,766
39
7,800
7,835
7,869
7,904
7,938
7,973
8,008
8,043
8,078
8,113
40
8,148
8,183
8,219
8,254
8,290
8,325
8,361
8,396
8,432
-8,468
41
8,504
8,540
8,576
8,612
8,648
8,684
8,72V
8,757
8,794
8,830
42
8,867
8,903
8,940
8,977
9,014
9,051
9,088
9,125
9,152
9,200
43
9,237
9,275
9,312
9,350
9,387
9,425
9;463
9;501
9,539
9,577
44
9,615
9,653
9,691
9,730
9,768
9,807
9,845
9,884
9,922
9,961
45
10,000
10,039
10,078
10,117
U),156
10,195
10,235
10,274110,314
10,.353
46
10,393
10,432
10,4'»
10,512
10,552
10,592
10,632
10,672j 10,712
10,752
47
10,793
10,833
10;874
10,914
10,955
10,995
11,036,
ll,077jll,ll8
11,159
48
11,200
11.241
11,282
11,324
11,365
11,407
11,4.48
11,490 11,531
11,91011,952
11,573
49
11,615
11,657
11,699
ri,741
11,783
11.825
11,867
11,994
50
12,037
12,080
12,122
12,165
12,208
12,251
12,294
12,337 12i380
12,423
51
12,467
12,510
12,554
12,597
12^641
135081
12,684
12,728
12,772
12;816
12,860
52
12,904
12,948
r2,992
13,036
13,125
13,170
13,214
13,259
13,303
53
13,348
13,393
13,438
13,483
13,528
13,573
13,618
13,664
13,709
13.755
54
13,800
13,846
13,891
13,937
13,983
14,029
14,075
M.Kl 14,167
14,213
55
14,259
14,306
14,352
14,399
14,445
14,492
14,538
14,585 14,632
14,679
^.
14,726
14,773
I4y820
14,867
14,915
14.962
15,010
15,057
15,105
15,152
si
15,200
15,248
15,2%
15,344
15,392
15;440
15,488
15,536
15.585
15,6;«
58
15,681
15,730
15,779
15,827
15,876
15,925
15,974
16,023
16,072
16,121
59
16,170
16,220
16,269
16,319
16,368
16,418
16,467
16,517
16,567
16,617
60'16,667I16,717I 16,767
16,817116,868I16,918116,968'17,018I17,069I17,120|
i
T AB LE No. IX.
SLOPE 1 TO 1.
C0NTENT FOR AVERAGE DEPTHS, BASE 18 FEET.
1
"«
0
1
2
3
4
5
6
•7
•8
9
&
c. yds.
c. yds.
C. yds.
c. yds.
c. yds.
e. yds.
c. yds.
c.yds.
c. yds.
c. yds.
~b
0
. 7
13
20
27
34
41
48
56
63
1
70
78
85
93
101
108
116
124
132
140
,2
148
156
165
173
181
190
198
207
216
224
3
233
242
251
260
270
279
288
297
307
316
4
326
336
345
355
365
375
385
395
405
416
6
426
436
447
457
468
479
490
500
511
522
6
533
545
556
567
578
5%
601
613
625
636
7
648
660
672
684
696
708
721
733
745
758
8
770
783
796
809
821
834
847
860
874
887
9
900
913
927
940
954
968
981
995
1,009
1,023
10
1,037
1,051
1,065
1,080
1,094
1,108
1,123
1,137
1,152
1,167
11
1,181
1,196
1,211
1,226
1,241
1,257
1,272
1,287
1,302
1,318
12
1,333
1,349
1,365
1,380
1,396
1,412
1,428
1,444
1,460
1,476
13
1,493
1,509
1,525
1,542
1,55^
1,575
1,592
1,609
1,625
1,642
14
1,659
1,676
1,694
1,711
1,728
1,745
1,763
1,780
1,798
1,816
15
1,833
1,851
1,869
1,887
1,905
1,923
1,941
1,960
1,978
1,996
16
2,015
2,033
2,052
2,071
2,090
2,108
2,127
2,146
2,165
2,185
17
2,204
2,223
2,242
2,262
2,281
2,301
2,321
2,340
2,360
2,380
18
2,400
2,420
2,440
2,460
2,481
2,501
2,521
2,542
2,562
2,583
19
2,604
2,625
2,645
2,666
2,687
2,708
2,730
2,751
2,772
2,793
20
2,815
2,836
2,858
2,880
2,901
2,923
2,945
2,%7
2,989
3,011
21
3,033
3,056
3,078
3,100
3,123
3,145
3,168
3,191
3,214
3,236
22
3,259
3,2§2
3,305
3,328
3,351
3,375
3,398
3,422
3,445
3,469
23
3,493
3,516
3,540
3,564
3,598
3,622
3,646
3,670
3,697
3,721
24
3,733
3,758
3,782 3,807
3,832
3,857
3,881
3,906
3,931
3,956
25
3,981
4,007
4,032 4,057
4,083
4,108
4,134
4,160
4,185
4,211
26
4,237
4,263
4,289 4,315
4,341
4,368
4,394
4,420
4,447
4,473
^
4,500
4,527
4,554
4,580
4,607
4,634
4,661
4,689
4,716
4,743
28
4,770
4,798
4,825
4,853
4,881
4,908
4,936
4,964
4,992
5,020
29
5,048
5,076
5,105
5,133
5,161
5,190
5,218
5,247
5,276
5,305
30
5,333
5,362
5,391
5,430
5,450
5,479
5,508
5,537
5,567
5,596
31
5,626
5,656
5,685
5,715
5,745
5,775
5,805
5,835
5,865
5,896
32
5,926
5,956
5,987
6,017
6,048
6,079
6,110
6,140
6,171
6,203
33
6,233
6,265
6,2%
6,327
6,358
6,3%
6,421
6,453
6,485
6,516
34
6,548
6,580
ft,6l2
6,644
6,676
6,708
7,034
6,741
6,773
6,805
6,838
35
6,870
6,903
6,936
6,969
7,001
7,067
7,100
7,134
7,167
36
7,200
7,233
7,267
7,300
7,334
7,368
7,401
7,435
7,469
7,503
37
7,537
7,571
7,605 7,640
7,674
7,708
7,743
7,777
7,812
7,847
38
7,881
7,916
7,951 7,986
8,021
8,057
8,092
8,127
8,162
8,198
39
8,233
8,269
8,305 8,340
8,376
8,412
8,448
8,484
8,520
8,556
40
8,592
8,629
8,665 8,702
8,738
8,775
8,812
8,849
8,885
8,922
41
8,959
8,9%
9,034
9,071
9,108
9,145
9,183
9,230
9,258
9,296
42
9,333
9,371
9,409
9,447
9,485
9,523
9,561
9,600
9,638
9,676
43
9,715
9,753
9,792'; 9,831
9,870
9,908
9,947
9,986
10,025
10,065
44
10,104
10,143
10,182 10,222
10,261
10,301
10,341
10,380
10,420
10,460
45
10,500
10,540
10,580 10,620
10,660
10,701
10,741
10,782
10,822
10,863
46
10,904
10,9^15
10,98511,026
11,067
11,108
11,150
11,191
11,232
11,273
47
11,315
11,356
11,39(^11.440
11,481
11,523
11,565
11,607
11,649
11,691
48
11,733
11,776
ll,8l8|ir,860
11,903
11,945
11,988
12,031
12,074
12,116
49
12,159
12,201
12 244112,288
12,331
12,374
12,417
12,462
12,505
12,549
50
12,593
12,636
I2;680i 12,724
12,768
12,812
12,856
12,900
12,945
12,989
51
13,033
13,078
13,12213,167
13,212
13,257
13,301
13,346
13,391
13,436
52
13,482
13,527
13,572
13,617
13,66S
13,708
13,754
13,800
13,846
13,891
53
13,937
13,983
14,029
14,075
14,121
14,168
14,214
14,260
14,307
14,353
54
14,400
14,447
14,494
14,540
14,587
14,634
14,681
14,729
14,776
14,823
55
14,870
14,918
14,965
15,013
15,061
15,108
15,156
15,204
15,252
15,300
56
15,348
15,396
15,445
15,493
15,541
15,590
15,638
15,687
15,736
15,785
57
15,833
15,88-2
15,931
15,980
16,030
16,079
16,128
16,177
16,227
16,276
58
16,336
16,376
16,425
16,475
16,525
16,575
16,625
16,675
16,725
16,776
59
16,826
16,876
16,926
16,977
17,028
17,079
17,130
17,180
17,231
17,745
17,288
60
17,333
17,384
17,436
17,487
17,538
17,590
17,641
17,693
17,796
. TABLE No. X . .
SLOPE 1 TO 1.
CONTENT FOR AVERAGE DEPTHS, BASE 25 FEET;
0
c. yd».
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
221
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
47
48
50
51
54
55
56
57
58
59
0
96
200
311
430
556
689
830
978
1,133
^296
1,467
1,644
1,830
2,022
2,222
2,430
2,644
2,867
3,096
3,333
3,578
3,830
4,089
4,356
4,630
4,911
5,200
5,49(i
5,800
6,111
6,430
6,756
7,089
7,480
7,778
8,133
8,496
8,867
9,244
9,629
1
c. yd».
10,022 10,062
10,422
10,830
11,244
11,667
46)12,096
12,533
12,978
13,430
13,889
14.356
5214,83014,87
5315,311
9
106
211
323
442
569
703
844
993
1,149
1,313
1,484
1,663
1,849
2,042
2,243
2,451
2,666
2,889
3,120
3,357
3,603
3,855
4,115
4,383
4,657
4,940
5,229
5,526
5,831
6,143
6,462
6,789
7,123
7,464
7,813
8,169
8,533
8,904
9,283
9,669
2
c. yds.
10,463
10,871
11,286
11,709
12,140
12,577
13,023
13,475
13,935
14,403
3
c. yd*.
15,800 15,849
16.296
16,800 16,851
17,311
17,830
18,356
e0il8,889
15,360
16,346
17,363
17,882
18,409
18,943
19
116
222
334
454
582
716
859
1,008
1,165
1,330
1,502
1.681
1,868
2,062
2,263
2,472
2,688
2,912
3,143
3,381
3,628
3,881
4,142
4,410
4,685
4,968
5,259
5,556
5,862
6,174
6,494
6,822
7,156
7,499
7,848
8,205
8,570
8,942
9,321
9,708
10,102
10,503
10,912
11,328
11,752
12,183
12,622
13,068
13,521
13,982
14,450
14,925
15,408
15,899
16,396
16,9()2
17,414
17,934
18,462
18,996
4
c yds.
28
127
233
346
467
595
730
873
1,024
1,181
1,347
1,519
1,699
1,887
2,081
2,-^4
2,493
2,711
2,935
3,167
3,406
3,653
3,907
4,168
4,437
4,713
4,997
5,288
5,586
5,893
6,206
6,527
6,855
7,190
7,533
7,884
8,241
8,607
8,979
9,359
9,747
10,141
10,544
10,953
11,370
11,795
12,227
12,666
13,113
13,567
14,028
14,497
14,973
15,457
15,948
16,447
16,953
17,466
17,987
18,515
19,050
38
137
244
358
479
608
744
D
c. yds.
1.039
1^198
1,364
1,537
1,718
1,906
2,101
2,394
2,515
2,733
2,958
3,190
3,430
3,678
3,932
4,195
4,464
4,741
5,026
5,318
5,617
5,924
6,238
6,559
6,888
7,224
7,568
7,919
8,278
8,644
9,017
9,398
9,786
10,181
10,584
10,995
11,412
11,837
12.270
12,710
13,158
13,612
14,075
14,544
15,021
15,506
15.998
16;497
17,004
17,518
18,039
19,568
19,104
6
c.yds.
47
147
255
369
^2
621
758
903
1,055
1,214
1,381
1,555
1,736
1,925
2,121
2,325
2,536
2,756
2,981
3,214
3,455
3,703
3,958
4,221
4,492
4,769
5,055
5.347
5,647
5,955
6,'269
6,592
6,921
7,258
7,603
7,955
8,314
8,681
9,055
9,436
9,825
10,221
10,625
11,036
11,45^
11,880
12.314
12-55
13,203
13,658
14,121
14.592
15,069
15,555
16,047
16,547
17,055
17,569
18,092
18,621
19,158
•7
c. yds.
57
158
266
381
504
635
772
918
1,070
1,230
1,398
1,572
1.755
1,944
2,141
2,346
2,558
2,778
3,004
3,238
3,479
3,728
3,984
4,248
4,519
4,798
5,084
5,377
5,678
5.986
6,301
6,624
6,955
7,292
7,638
7,990
8,350
8,718
9,092
9,475
9,864
10,261
10,666
11,078
11,49'
11,923
12,358
12,799
13,248
13.704
14,168
14,639
15,118
15,604
16,09
16,598
17,106
17,621
18,144
18.675
19,212
•8
c. yds.
66
168
277
393
517
648
787
933
1,086
1,247
1,415
1,590
1,773
1,964
2,161
2,367
2,579
2,800
3,027
3,261
3,504
3,753
4,010
4,275
4,547
4,826
5,113
5,407
5,708
6,017
6,333
6,657
6,988
7,327
7,673
8,026
8,387
8,755
9,130
9.513
9:904
10,301
10,707
11,119
11.539
11,966
12,401
12,844
13,293
is;
14,
14,68'
15,166
15,653
16,147
16,648
17,157
17;6T3
18,197
18,728
19,26'
9
c.yds.
76
179
288
405
530
662
801
948
1,102
1,263
1,432
1,608
1,792
1,983
2,182
2,388
2,601
2,822
3,050
3,285
3,528
3,779
4,036
4,302
4,574
4,854
5,142
5,436
5,739
6,048
6,365
6,690
7,022
7,361
7,708
8,062
8,423
8,792
9,168
9.552
9i943
10,342
10,748
11,161
11.582
12.010
12;445
12,888
13.339
13,796
14,262
14;734
15,214
15,702
16,1%
16,699
17,208
17.725
18,250
18.782
19:321
86
189
300
417
543
675
815
963
1,117
1,280
1,449
1,696
1,811
2,003
2,202
2,409
2,623
2,844
3,073
3,309
3,553
3,804
4,063
4,339
4,6(B
4,883
5,171
5,466
5,769
6,060
6,397
6,723
7,065
7,396
7,748
8,097
8,460
8,829
9,906
9,591
9,983
10,382
10,788
11,208
11,624
12,053
12.489
12;933
13,384
13,843
14;309
14,782
15,203
15,751
16,246
16,749
17,260
17,777
18,303
18,835
19,375
TABLE No. XI.
Si^OPE 1 TO 1. •-■ '
eONTEN'T FOR AVERAGE DEPTH8, BABE 28 FEKT.
I
I
0
1
2
3
4
5
6
7J
8
9
10
11
13
13
14
,15
16
17
18
19
J»
121
24
35
26
27
.^
29
30
31
32
33
34
35
136
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
c. yds.
0
107
222
344
474
611
756
907
1,067
1,233
1,407
.1,589
1,778
1,974
2,178
2,389
2,607
2,833
3,067
3,307
3,556
3,811
4,074
4,344
4,622
4,907
5,200
5,500
5,807
6,122
6,444
6,774
7,111
7,456
7,807
8,167
8,533
8,907
9,289
9;678
10,074
10,478
10;889
11,307
11,733
12,167
12,607
13,056
13,511
13,974,
14,444
14,922
15,407
re,9oo
16,400
1^,907
,422
1
2
c. yd«.
c. yds.
10
21
119
130
234
246
357
370
487
501
625
639
770
785
923
939
1,083
1,099
1,250
1,268
1,425
1,443
1,607
1,626
1,797
1,816
1,994
2,014
2,199
2,219
2,410
2,432
2,630
2,652
2,856
2,879
3,090
3,114
3,332
3,356
3,581
3,606
3,837
3,863
4,101-
4,128
4,372
4,399
4,650
4,679
4,936
4,965
55230
5,260
5,530
5,561
5^839
5,870
6,154
6,186
6,477
tt,510
6,807
6,841
7,145
7,179
7,490
7,525
7,843
7,879
8,203
8,239
8,570
8,608
8,945
8,983
9,327
9,366
9,717
9,756
10,114
10,154
10,519
10,559
10,930
10,972
11,360| 11,392
11,77611,819
12,21012,254
12,65212.696
I3,r0l|l3,146
13,55713,603
14,02114,068
14,4$2i 14,539
14,970,15,019
15,456 15,505
15,95015,999
16,45016,501
16,959 17,010
56 n,422 17,474 17,526 17,578
571 n,l»44 17,997, 18,050
18,.527' 18,581
19,065 I'MIO
18,474
r9',oii
19,536 19,610 l».660il9,720
3
c. yds.
31
141
258
383
514
664
800
954
1,116
1,285
1,461
1,645
1,836
2,034
2,240
2,454
2,674
2,903
3,138
3,381
3,631
3,889
4,154
4,427
4,707
4,994
5,289
5,59H
5,901
6,218
6,542
6,874
7,2U
7,560
7,914
8,276
8,645
9,021
9,405
9,796
10,194
10,600
11,014
11,434
11,863
12,298
12,741
13,191
13,649
14,114
14,587
15,067
15,554
16,049
16,551
17,061
18,103
lfl,a34
19,174
4
c. yds.
42
152
270
395
528
668
815
970
1,132
1,302
1,479
1,664
1,855
2/)55
2,261
2,475
2,697
2,926 2,949
3,167
3j406
3^657
3,915
4,181
4,455
4,735
5,024
5319
5,6^
5v932
e<Q50
6,5*75
6,908
7,248
7,595
7,950
8,312
8,682
9^^059
^,444
9,835
10,235
10,641
11,055
11,477
11,906
12,342
12,786
13,237
13,695
H,l6l
14,635
15,115
15,604
5
. yds.
53
164
282
408
54?
682
831
986
1,149
1319
1,497
1,682
1,875
2,075
2,282
2,497
2,719
3,186
3,431
3,682
3,942
4,208
4,482
4,764
5,053
5,349
5,653
5,964
6,282
6,608
6,942
7,282
7,631
7,986
8,349
8,719
9,097
9,'492
9,875
10,275
10,682'
ll,097i
11,519-
11,949:
12,386,
12,831
13,282
13,742
14,208
14,682
15,164
15,653
6
,yd^
63
175
295
421
555
69
846
1,002
1,166
1,337
1,515
1,701
1,895
2,095
2304
2;5ia 2,542
2,742
2,972
3,210
3,455
3,708
3,968
4,235
4,510 4,538
16,099,16,149
16,602fl6;€53
17; 112! 17, 164
17,630,17,682
18,155' 18,208
18,688' 18,742-
19,228! 19;282
19,775 19,831
4,792
5,082
5,379
5,684
5;995
6315
6,«41
6,975
7,347
7,666
8,022
8y386
8,757
9,136
9,521
9,915
10315
10,724
11,139
11,562
11,992
12,430
12,875
13,328
13,788
14,255
14,730
15,212
15,702
16,199
16,704
17,215
17,735
18,261
•7
, yd*.
74
187,
306
434
989.,
711
861
1,018
1,183
1,354
1,534
1,720
1,914
2,116
2.325
2,765
2,996
3,234
3,480
3,734
3,994
4,263
4,821
5,111
5,409
5,714
6,027
6,347
6,674
7,009
7,351
7,701
■8
c. yds.
85
199
319
448
583
726
876
1,034
1,199
1,372
1,552
1,739
1,934
2,136
2,346
2,563
2,788
3,019
3,259
3,505
3,759
4,021
4^290
4,666
4,850
5,141
5,439
5,745
6:379
6,707
7,043
7,386
7,736
8,058f 8,094
8,423
8,794
9,173
9,560
9,954
8,459
8,832
9,994
10,35610,39610,437
I0,765'i0,806i0,847
11,181^11,223 11,26*
11,60511,64811,690
12,036 12,079 12,123
12,474 12,519 12,563
12,920 12,965 13,010
13,374 13,419 13,466
13,83* 13,881 13,927
14,303 14,350 14,397
14,778 14,826 14,875
15,261 15,310 15,359
15,751 16,801 15,850
16,249 16,299 16,350
16,75416,80516,856
c. yds.
96
210
332
461
597
741
892
1,050
1,216
1,390
1,570
1,759
1,954
2,157
2367
2,585
2,810
3,043
3,283
3,630
3,785
4,047
4317
4,694
4,879
5,170
5,470
5,776
6,069 6,090
6,413
6,741
7,077
7,421
7,772
8.130
8;49S
8,870
9,212 9,258
9,599 9,639
10,034
17,267 17,319 17,370
17,787 17,839 17,892
18,314 18,368 18,421
I8,795ii8;849 18,903; 18,957
19,337,19,391 19,446119,501
19,886 19,941 19,99620,062
.4... .
i:^^;'-'' .,'
i^-.
yif -^/^X '^^.-*t<*' »^-».. ^»-5?-«^.-*r
^<^^ /^\
"^
/
»*ai«>rt>it»n«(f^^s5S«i*1^i^^>»*>.w<a**fc^*ff^
*'\..Li:-^<':g*<htt%^ifc>i.^>^*i«.S-4fci*>to"gt.-f -■ ''.-j.'.va&<'W«> ^*>A>^
f
1
TABLE No. XII.
.:;^;-. =i. SLOPE I TO 1.
CONTENT FOR AVERAGE DEPTHS, BASE 30 FEET.
■A
I
0
1
3
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
21
^
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
4718
48
49
50
51
52
53
54
55
56
57
58
59
€0
O
.yd..
1
rds.
0
115
237
367
504
648
800
959
1,126
1,300
1,481
1,670
1,867
2,070
2,281
2,500
2,726
2,959
3,200
3,448
3,703
3,966
4,237
4,515
4;8eQ 4,829
5,092
5,392
5,700
6,015
6,337
6,666
7,004
7,348
8,426
8,800
9,181
9,570
9,967
10,370
10,781
11,360
11,626
12,059
12,500
13,948
1,404
13,667
14,337
14,815
15,300
15,793
16,293
16,800
17,315
17,837
18,367
18,904
19,448
•2
c. ydi.
11
127
250
380
518
663
816
976
1,143
1,318
1,500
1,690
1.887
2,091
2,303
2,&22
2,749
2,983
3,224
3,473
3,729
3,993
4,264
4,543
5,122
5,423
5,731
6;047
6,369
6,700
7,038
7,383
7,700 7,736
8,eS9 8,096
8,463
•8,888
9,220
9,610
10,007
10,411
10,823
11,669
12,103
12,544
12,993
13,450
13,913
14,384
14,863
15,349
15,842
16,343
16,851
17,367
17,890
18,430
18,958
19,903
90,000(20,056
3
yds.
22
139
^2
393
532
«78
831
992
1,160
1,336
1,519
1,709
1,907
2,112
2,325
2,544
2,772
3,007
3,249
3,498
3,756
4,020
4,292
4,571
4,858
5,152
5,453
5,762
6,079
6,402
6,733
7,072
7,418
7,771
8,132
8,500
8,876
9,259
9,649
4
34
151
275
407
546
693
847
1,008
1,177
1,354
1,537
1,729
1,927
2,133
2,346
2,567
2,795
3,031
3,273
3,524
3,782
4,047
4,319
4,599
4,887
5,182
5,484
5,793
6,111
6,435
6,767
7,106
7,453
7,807
8,168
8,537
8,914
9,279
9,688
10,047| 10,087
10,452 10,493
10,865 1 10,906
11,242 ll,285ill,327
11,71211,755
12,147,12,191
12,589 12,634
13,039 13,084
13,496 13,542
13,960 14,007
14,432 14,480
14,91214,960
15,398 15,447
15,892 15,942
16,393 16,444
16,902 16,954
17,419 17,471
17,942 17.995
18,473 18;527
19,012 19,066
19,558 19,€13
30,11120,167
45
163
288
421
561
708
863
1,025
1,195
1,372
1,556
1,748
1,947
2,154
2,368
2,589
2,818
3,054
3,298
3,549
3,808
4,074
4^7
4,628
4,916
5,212
5,514
5,825
6,143
6,468
6,801
7,141
7,488
7,843
8,205
8,575
8,951
9,336
9,728
10,127
10,534
10,948
11,369
11,798
12,235
12,678
13,129
13,588
14,054
14,527
15,008
15,496
15,1'
16,495
17,005
17,528
18,048
18,581
19,121
19,678
90,
99216
933130
5
. yds.
6
c.yds.
56
175
301
434
575
723
879
1,042
1,212
1,390
1,575
1,768
1,968
2,175
2,390
2,612
2,842
3,079
3,323
3,575
3,834
4,101
4,375
4,656
4,945
5,242
5,856
6,175
6,500
6,834
7,175
7;5-23
7,^79
8,242
8,612
8,990
9,375
9,768}
•7
c.yds.
68»
I8r7
314
448
589
738
895
1,058
1,229
1,408
1,594
1,787
1,988
2,196
2,412
2,634
2,865
3,103
3,348
3,601
3,860
4,128
4,403
4,685
4,974
5,272
5,576
5,888
6,207
6,534
6,868
7,209
7,558
7,915
8,278
8,649
9,028
9,414
9 807
10,168|10,'208
10,57510,616
I0,990jll,032
11,442,11,455
11,84211,8®
12,279:12,323
12,723 12,768
13,275,13,821
13,63413,681
14,101 ; 14,148
14,575 14,623
15,056 15,105
15,545 15,595
,041 16,092
16,54516,596
17,<»6 17,108
17,57517,627
18,101118,15418,307
18,63418,68818," '
19,175 19,230 19,384
19,72319,77819,834
,279 90,335130^1
79
199
327
462
604
754
911
1,075
1,247
1,426
1,613
1,807
2,008
2,217
2,434
2,657
2,888
3,127
3.373
3,626
3,887
4,155
4,431
4,713
5,004
5,302
5,607
5,919
6,239
6,567
6,902
7,244
7,594
7,951
8,315
8,687
9,066
9,453
9,84'^
10,248
10,657
11,074
11,497
11,928
12.367
12;S13
13,466
13,727
14,195
14,671
15,154
15,644
16,142
16,647
17,160
17,680
74218;
-8
c. yds.
91
212
340
476
619
769
927
1,092
L265
1,445
1,632
1,827
2,029
2,239
2,456
2,680
2,912
3,151
3,398
3,652
3,913
4,182
4,458
4,742
5,033
5,332
5,638
5,951
6,272
6,600
6,936
7,2r79
7,629
7,987
8,352
8,725
9,105
9,492
9,887
10,289
10,699
11,116
11,540
11,972
12,411
12,858
13,512
13,773
14,- -
14,719
15,202
15,693
16,192
l6,-698
17,211
17,732
18,!
I9,a39
19.889
,26018
•9
• ydfc
24214
103
234
353
490
633
784
943
1,109
1,289
1,463
1,651
1,847
2,050
2,260
2,478
2,703
2,936
3,175
3,423
3,678
3,940
4,209
4,486
4,771
5,063
5,363
5,669
5,983
6,304
6,633
6,970
7,313
7,664
8,033
8,389
8,763
9,143
9,531
9,937
10,330
10,740
11,158
11,583
12,016
12,456
12,903
13,558
13,820
,390
14,767
15,351
15,743
16,342
16,749
17,363
17,785
,313
18,650
19,393
19,944
30,447190,508
■ -.-.-'■.■T.: -A ." .
■■s>t'
. :, TABLE No. XIII.
SLOPE 1 TO 1.
CONTENT FOR AVERAGE DEPTHS, BASE 34 FEET.
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
.18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
371
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
c. yds.
0
130
267
411
573
722
889
1,063
1,244
1,433
1,630
1,833
2,041
2,263
2,489
2,722
2,963
3,211
3,467
3,730
4,000
4,298
4,563
4,856
5,156
5,463
5,778
6,100
6,430
6,767
7,111
7,463
7,822
8,189,
8,563
8,914
9,333
9,730
10,133
10,544
10,963
11,389
11,822
12,263
12,711
13,167
13,630
14,100
14,578
15,063
15,556
16,056
16,563
17,078
17,600
18,130
18,667
19,211
19,763
20,322
6020.889120,
1
c. yds.
~~T3
143
281
426
589
739
906
1,081
1,263
1,453
1,650
1,854
2,066
2,285
2,512
2,746
2,987
3,236
3,493
3,756
4,027
4,306
4,592
4,885
5,186
5,494
5,810
6,133
6,463
6,801
7,146
7,499
7,859
8,226
8,601
8,983
9,373
9,770
10,174
10,586
11,005
11,432
11,866
12,307
12,756
13,213
13,676
14,147
14,626
1.5,112
15,605
16,106
16,614
17,130
17,653
I8,ia3
18,721
19,266
19,819
20,379
,946
2
, yds.
3
». ydii.
25
•1^6
2)5
441
604
755
923
1,099
1,282
1,472
1,670
1,875
2,088
2,308
2,535
2,770
3,012
3,262
3,519
3,783
4,055
4,334
4,621
4,915
5,216
5,525
5,842
6,165
6,496
6,835'
7,181
7,534
7,895
8,263
8,639,
9,022'
9,412!
9,810
10,21510,256
10,628 10,669
11,048 11,090
11,475 11,518
11,91011,954
12,352 12,397
12,802 12,847
13,259 13,305
13,723 13,770
14,195 14,243
14,674 14,733
15,161 1.5,210
15,655 15,705
16,156 16,207]
16,66516,7171
17,182 17,234|
17,70517,758
18,23618,290
18,775 18,829
19,321 19,376
19,874 19,930j
20,435 20,491
21,003 21.060;
38
170
309
456
620
771
940
1,117
1,300
1,491
1,'690
1,896
2,109
2,330
2,558
2,794
3,037
3,287
3,545
3,810
4,083
4,363
4,650
4,945
5,247
5,557
5,874
6,198
6,530
6,869
7,216
7,570
7,931
8,300
8,677
9,060
9,451
9,850
4
c. yds.
Sir
184
324
471
636
788
958
1,135
1,319
1,511
1,710
1,917
2,131
2,352
2,581
2,818
3,061
3,312
3,571
3,837
4,110
4,391
4,679
4,975
5,278
5,588
5,906
6,231
6,564
6,904
7,251
7,606
7,968
8,338
8,715
9,099
9,491
9,890
10,297
10,711
11,132
11,561
11,998
12,441
12892
13,351
5
yds.
64
197
338
486
652
805
975
1,153
1,338
1,531
1,731
1,938
2,153
2,375
2,605
2,842
3,086
3,338
3,597
3,864
4,138
4,319
4,708
5,005
5,308
5,619
5,9,38
6,264
6,.597
6,938
7,286
7,642
8,005
8,375
8,753
9,138
9,531
9,931
10,338
10,753
11,175
11,605
12,042
12,486
12,938
13,397
6
c. yds.
13,817 13,864
77
211
352
501
668
821
992
1,171
1,357
1,560
1,751
1,959
2,175
2,398
2,628
2,866
3,111
3,364
3,624
3,891
4,166
4,348
4,738
5,035
5,339
5,651
5,970
6,297
6,631
6,972
7,321
7,678
8;041
8:,412
8,791
9,177
9,570
9,971
10,379
10,795
11,218
11,648
12,086
I2,53li
12.984
13;444
13,911
14,386
14,868
7
c. yds.
90
225
367
517
684
838
1,010
1,189
1,376
1,570
1,771
1,980
2,197
2,420
2,651
2,890
3,136
3,389
3,650
3,918
4,194
4,376
4,767
5,065
5,370
5,683
6,003
6,330
6,665
7,007
7,357
7,714
8,078
8,450
8,829
9,216
9,610
10,011
10,420110,462
I0,837i 10,879
■8^
c. yds.
~i03
239
382
532
700
855
1,028
1,208
1,395
1,590
1,792
2,002
2,219
2,443
2,675
•2,914
3,161
3,415
3,676
3,945
4,222
4,505
4,796
5,095
5,401
5,714
6,035
6,363
6,699
7,042
7,392
7,750
8,115
8,488
8,868
9,255
9,650
10,052
14,290 14,338
14,771 14.819
15,259 15,308115.358;
15,755 15,805' 15;855l
16,2.581 16,308! 16,359'
16,7681 16,819 16.871
11,260 11,303
11,691 11,735
12,130 12,174
12,576 12,621
13,02913,075
13,490 13,5:16113,583
13.958 14,0051 14,053
14,43414,482114,530
116
253
396
547
706
872
1,045
1,226
1,414
1,610
1,813
2,023
2,241
2,466
2,699
2,939
3,186
3,441
3,703
3,973
4
4,
4,826
5,125
5,432
5,746
6,067
6,396
6,733
7,076
7,437
7,786
8,152
8,525
8,906
9,294
9,690
10,093
10,503
10,921
11,346
11,779
12,219
12,666
13,121
14,917114,965
17,28617,33817,390
17,81117,86417.917
18,344 18,397 18,451
18,884 18,93«:18,992
19,431 19,486] 19,.541 19.597
19,986 20,042 20.098 20,154
20,548|20,605 20,661 20,718
21,118121, 17521,23221,290
15,407! 15,4.56
15,905 1 15.955
I6,4l0|lf,,461
16,923^16,974
17,44:«17,495
17,97018,023118,076
18,105 18,559 18,613
19.04718,10219,156
15,014
15,506
16,005
16,512
17,026
I7M7
19,65219,707
20,21020,266
20,775|20,8S2
21,348I81'504
l'-
TABLE No. XIV.
ELOPE 1 TO 1.
CORRECTION FOR DIFFERENCES OF DEPTHS.
8
O
1
2
3
4
5
•6
•7
•8
•9
£
c. yds.
c. yds.
c. yds.
c. yds.
c. yds.
c. yds.
c. yds.
c. yds.
c. yds.
c. yds.
1
0
0
0
1
1
1
1
1
1
1
2
1
1
1
2
2
2
2
2
2
3
3
3
3
3
3
4
4
4
4
4
5
4
5
5
5
6
6
C
7
7
7
7
5
8
8
8
9
9
9
10
10
10
11
6
11
11
12
12
13
13
13
14
14
15
7
15
16
16
16
17
17
18
18
19
19
8
20
20
21
21
22
22
23
23
24
24
9
25
26
26
27
27
28
28
29
30
30
10
31
31
32
33
33
34
35
35
36
37
11
37
38
39
39
40
41
42
42
43
44
12
44
45
46
.47
47
48
49
50
50
51
13
52
53
54-
55
55
56
57
56
59
60
14
60
61
62
63
64
65
66
67
68
69
15
69
70
71
72
73
74
75
76
T7
78
16
79
80
81
82
83
84
85
86
87
88
17
89
90
91
92
93
95
96
97
98
99
18
100
101
102
103
104
106
107
108
109
110
19
111
113
114
115
116
117
119
120
121
122
20
123
126
126
127
128
130
131
132
134
135
21
J36
137
139
140
141
143
144
145
147
148
^
149
151
152
153
155
156
158
159
160
162
23
163
165
166
168
169
170
172
173
175
176
24
178
179
181
182
184
185
187
188
190
191
25
193
194
196
198
199
201
202
204
205
207
26
209
210
212
213
215
217
218
220
222
223
27
225
227
228
230
232
233
235
237
239
240
28
242
244
245
247
249
251
252
254
256
258
29
260
261
263
265
267
260
270
272
274
276
30
278
280
281
283
9K^
287
289
291
293
295
31
297
298
300
302
304
306
308
310
312
314
32
316
318
320
322
3-34
326
328
330
332
334
33
336
338
340
342
344
346
348
350
353
355
34
357
359
361
363
365
367
369
372
374
376
35
378
380
382
385
387
389
391
393
396
398
36
400
402
404
407
409
411
413
416
418
420
37
423
425
427
429
432
434
436
439
441
443
38
446
448,
460
453
455
457
460
462
465
467
39
469
472
474
477
479
482
484
486
489
491
40
494
496
499
501
504
506
509
511
514
516
41
519
521
524
526
529
531
534
537
539
541
42
544
547
550
552
555
558
560
^
565
568
43
571
573
576
579
581
584
587
592
595
44
598
600
603
606
608
611
614
617
619
622
45
625
628
631
633
636
639
642
645
647
650
t
TABLE No. XV.
SLOPE 1^ TO 1,
CONTENT FOR AVERAGE DEPTHS, BASE 16 FEET.
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
4'
48
49
50
51
52
53
54
55
56
57
58
59
60
o
c. yds.
0
61
133
217
311
417
533
661
800
949
1,110
1,283
1,467
1,661
1,867
2,083
2,311
2,550
2,800
3,061
3,333
3,617
3,911
4,217
4,533
4,861
5,200
5,550
5,911
6,283
6,667
7,061
7,467
7,883
8,311
8,750
9,200
9,661
10,133
10,617
11,111
11,616
12,133
12,661
13,200
13,750
14,311
14,883
15,467
16,061
16,667
17,283
17,911
18,550
19,200
19,861
20,533
21,217
21,911
22,617
23,333
1
c. yds.
6
68
141
225
321
428
546
674
814
966
1,128
1,301
1,486
1,681
1,888
2,106
2,334
2,574
2,826
3,088
3,361
3,646
3,941
4,248
4,566
4,894
5,2.34
5,586
5,948
6,321
6,706
7,101
7,508
7,926
8,354
8,794
9,246
9,708
10,181
10,666
11,161
11,668
12,186
12,714
13,254
13,806
14,368
14,941
15,526
10,121
16,728
17,346
17,975
18,614
19,266
19,928
20,601
21,286
21,981
23,688
23,406
2
c. yds.
11
75
149
2:^4
331
439
558
688
829
981
1,145
1,319
1,505
1,701
1,909
2,128
2,358
2,599
2,851
3,105
3,389
3,675
3,971
4,279
4,598
4,928
5,269
5,621
5,985
6,359
6,745
7,141
7,549
7,968
8,398
8,839
9,291
9,755
10,229
3
c. yds.
17
82
157
243
342
450
570
702
844
997
1,162
1,337
1,524
1,722
1,930
2,150
2,382
2,624
2,877
3,132
3,417
3,704
4,002
4,310
4,630
4,962
5,304
5,657
6,022
6,397
€,784
7,182
7,590
8,010
8,442
8,884
9,337
9,802
10,277
10,71510,764
11,21211,262
11,71911,770
12.238; 12,290
12,768112,822
13,309 13.364
13,961
14,425
14,999
15,585
16,181
13,917
14,482
15,057
15,644
16,242
16,788,16,849
17,40817,470
18,03818,102
18,679118,744
19,331 19,397
19,99590,062
20,669
21.355
22,051
22,759
90,737
21,424
22,122
22,830
23,478123,550
4
c. yds.
23
89
165
252
352
462
583
715
859
1,013
1,179
1,355
1,543
1,742
1,952
2,173
2,405
2,649
2,903
3,169
3,445
3,733
4,032
4,342
4,663
4,995
5,339
5,693
6,059
6,435
6,823
7,222
7,632
8,053
8,485
8,929
9,383
9,849
10,325
10,813
11,312
11,822
12,343
12,875
13,418
13,973
14,539
15,115
15,703
16,302
16,911
17,533
18,165
18,809
19,463
20,129
20,805
21.493
22,192
22,902
23,623
5
c. yds.
29
96
174
261
362
474
596
729
874
1,029
1,196
1,374
1,562
1,762
1,974
2,196
2,429
2,674
2,929
3,196
3,474
3,763
4,062
4,374
4,696
5,029
5,374
5,729
6,096
6,474
6,862
7,262
7,674
8,096
8.529
8,974
9,429
9,896
10,374
10,862
11,362
11,874
12,396
12,929
13,473
14,029
14,576
15,174
15,762
16,362
16,973,
17,596
18,229
18,874
19,529
20,196
20,874
21.562
22,262
22,974
23,69(:
1,045
1,213
i,m
1,582
1,783
1,995
•2,219
2,453
2,699
2,955
3,223
3,502
3,793
4,093
4,405
4,729
5,063
5,409
5,765
6,133
6,512
6,902
7,303
7,715
8,139
8,573
9,019
9,475
9,943
10,422
10,912
11,413
11,925
12,449
12,983
13,528
14,085
14,653
15,232
15,822
16,423
17,034
17,659
18,293
18,939
19,.595
20,263
20,942
21,632
22,333
23.045
23,71
•7
c.yds.
69123
42
110
190
281
384
497
622
757
904
1,062
1,230
1,410
.1,601
1,804
2,017
2,242
2,477
2,724
2,982
3,250
3,530
3,822
4,124
4,437
4,762
5,097
5,444
5,802
6,170
6,550
6,942
7,344
7,757
8,182
8,617
9,064
9,522
9,990
10,470
10,962
11,464
11,977
11,502
13,037
13,583
14,142
14,710
15,090
15,882
16.484
17,096
17,722
18,357
19,004
19,662
20,330
21,011
21,702
22,.
23,117
,842
404 22
•8
c. yds.
48
118
199
290
395
509
635
771
919
1,078
1,248
1,429
1,621
1,825
2,039
2,265
2,501
2,749
3,008
3,278
3,559
3,852
4,155
4,469
4,795
5,131
5,479
5,838
6,028
6,589
6,981
7,385
7,799
8,225
8,661
9,109
9,568
10,038
10,519
11,011
11,515
12,029
12,555
13,091
13,638
14,198
14,768
15,349
15,941
16,545
17,158
17,785
18,421
19,069
19,728
20,408
21,079
21,771
:,473
23,189
23,915
•9
c. yds.
54
126
208
301
406
521
684
786
934
1,095
1,266
1,448
1,641
1,846
2,061
2,288
2,526
2,774
3,034
3,306
3,588
3,882
4,186
4,501
4,828
5,166
5,614
5,874
6,246
6,628
7,021
7,426
7,841
8,268
8,706
9,154
9,614
10,086
10,568
11,061
11,565
12,081
12,608
13,146
13,693
14,254
14,826
15,406
16,001
16,006
17,220
17,848
18,486
19,134
19,794
20,476
21,148
21,841
22,546
23,261
23,988
'-^^<^Z^
^^z-
/^7
/
.. TABLE No. XVI^ ...4s
%■< : SLOPE 1^ TO 1. 1
1i
* • CONTENT FOR AVERAGE UEPTHa, BASE 13 FEET. 1
■-■ -
s
0 1 ,
3 4
5 6 ,
•7 -8 ,
.9
«x
c. yds.
c. yds.
c. yds.
c. yds. c. yds.
c. yds.
c, yds.
c. yds.
c. yds.
c. yds.
~0
0
7
14
20
28
35
42
49
57
66
1
Ti
80
88
96
104
112
121
129
138
147
2
156
164
174
183
192
201
311
220
230
240
3
250
260
270
280
291
301
312
3-23
334
344
4
356
367
378
389
401
412
424
436
448
460
5
472
484
497
509
5-22
535
548
560
574
587
6
600
613
627
640
654
668
682
690
710
724
7
739
753
768
782
7J7
812
8^28
843
858
873
8
889
904
9-20
936
952
968
984
1,000
1,017
1,033
9
1,050
1,067
1,084
1,100
1,118
1,135
1,152
1,169
1,187
1,204
10
1,222
1,240
1,258
^•276
l,-294
1,312
1,331
1,349
i;368
1,387
11
1,406
1,45J1
1,44-4
i;463
i;482
1,501
1,521
1,540
1,560
1,580
12
1,600
1,6-20
1,640
1,660
1,681
1,701
1.722
1.743
1,764
1,784
13
1,806
1,827
1,848
1,869
1,891
1.912
i;934
i;956
1,978
2,000
14
2,022
2,044
2,067
2,089
2,112
2;i35
2,158
2,180
2,^204
2,2-27
15
2,250
2,273
2,297
2,320
2,344
2,368
2,392
2,416
2,440
2,464
16
2,489
2,513
2,538
2,563
2,588
2,612
2638
2,663
2,688
2;713
17
2,739
2,764
2,790
2,816
2,842
2,868
2,894
2,920
2,947
2,973
18
3,000
3,027
3,054
3,080
3; 108
3,135
3;i62
3,189
3,217
3,244
19
3,272
3,300
3,328
3,356
3,384
3,412
3,441
3,469
3,498
3,527
20
3,556
3,584
3,614
3,643
3,672
3,701
3,731
3,760
3,790
3,820
21
3,850
3,880
3,910
3,940
3,971
4,001
4,032
4,063
4,094
4,134
22
4,156
4,187
4,218
4,249
4,^281
4,312
4,344
4,376
4,408
4,440
23
4,472
4,504
4,537
4,569
4,602
4.635
4,668
4,700
4,734
4,767
24
4,800
4,833
4,867
4,900
4,934
41968
5,002
5,036
5,070
5,104
25
5,139
5,173
5.208
5,^243
5,^278
5,312
5,348
5;383
5,418
5,453
26
5,489
5,524
5,560
5,596
5,632
5,668
5,704
5,740
5,777
5,813
27
5,850
5,887
5,924
5,960
5,998
6,035
6,072
6,109
6,147
6,184
28
6,222
6,260
6,298
6,336
6,374
6,412
6,451
6,489
6,5-28
6,.567
29
6,606
0,644
6.684
6,723
6,762
6,801
6,»41
6,880
6.920
6,960
30
7,000
7,040
7;080
7,120
7,161
7.201
7,242
7,283
7;3-24
7,364
31
7,406
7,447
7,488
7;5-29
7,571
7,612
7,654
7,696
7,738
7,780
32
7,822
7,864
7,907
7,949
7,992
8,035
8,078
8,120
8,164
8,207
33
8,250
8,293
8,337
8,fe0
8,424
8;468
8,512
8,556
8,600
8,644
34
8,689
8,733
8,778
8,8-23
8,868
8,912
8.958
9,003
9.048
9,093
35
9,139
9,184
9,230
9,276
9,322
9,368
9;414
9,460
9:507
9,553
36
9,600
9,647
9,694
9,740
.9,788
9,835
9,882
9,9-29
9:977
10,024
37
10,07-2
10,120
10,168
10,216
10,^264
10,312
10,361
10,409
10.458
10,507
38
10,556
10,604
10,654
10,703
10,752' 1 0,801
10,851
10,900
10;950
11,000
39
11,050
11,100
11,150
11,200
11,251 11,301
11,352
11,403
11,454
11,504
40
11, .556
11,607
11,658
11,709
11,701 11.812
11,864
11,916
11.968
12,0-20
41
12,072
12,124
12,177
12,229
12,282jl2;335
12,388
12,440; 1-2,493
12,547
4-2
12,600
12,653
12,707
12,760
12,814 12,858
12,922
12,976! 13,030
13,084
43
13.139
13,193
13,248
13,303
13,358 13,412
13,468
I3,523l 13,578
13.633
44
13,689
13,744
13,800
13.856
13,912 13,968
14,024
I4,080il4,l37
14,193
45
14,250
14,307
14,364
14;4-20
14,478 14.535
14;592
14;649! 14,707
14,704
46
14,822
14,880
14;938
14,996
15,054 15,102
15,161
15;229 15,-288
15,347
47
15,406
15,464
15,524
15;583
15,642 15,701
15,761
15,8^20 15;880
15,940
4S
16,000
16,060
16,120
16,180
16,241
16,301
16,362
16,423| 16,484
16,544
49
10,606
l6,6-;7
16,7-28
16,789
16,851
16.912
16,974
17,036 17,098
17,160
50
17,22-2
17,284
17,347
17,409
17;472
17,535
17,598
17,660 17,7-24
17,787
51
17,850
17,913
17,977
18,040
18,104
18,168
l8,-232
18,296 18,360
18,4-24
52
18,489
18,553
18,618
18,683
18,748
18,812
18.878
l8,-943
19.008
19,073
53
19,139
19,204
19,270
19,336
19,402
19,468
19;534|19,600
19,667
19,733
54
19,800
19,867
19,93-1
■20,000
20,068
20,135120,202
•20,269
•20,337
'20,404
55
20,472
20,540
•20,608
20,676
20,744
•20,812
20,881
•20,949:21,018
21,087
56
21,156
21,224
21,294
21,363
21,432
21,501
21,571
•21,64021,710
21,780
, 57
21,850|2l,92fl
21,990
-22,060
2-2,131
22,201
•22,272
22,343 -22,414
•22,484
58
22,556
22,627
•22,698
•22,769
22,841
22,912
22,984
23,056 23,128
•23,200
59
•23,272
23.344
23,417
23,489
23,562
23,635
•23,708
•23,78023,854
•23,927
60124,000
24,073l24,l47l2-4,220i24,294l24,368
•24,442124,516-24,590
24,664
\:i'^\- -i •'•jj'-'^k '.'' vLji^.i,J.",..^-';i..i
-V* ':
TABLE No. XVII.
SLOPE 1^ TO 1.
CONTENT FOR AVERAGE DEPTHS, BABE 26 FEET.
■^}
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
c. ydi.
0
98
207
328
459
602
756
920
1,096
1,283
1,481
1,691
1,911
2,143
2,385
2,639
2,904
3,180
3,467
3,765
4,074
4,394
4,726
5,069
5,422
5,787
6,163
6,550
6,948
7,357
7,778
8,209
8,652
9,106
9,570
10,046
10,533
11,031
11,541
12,061
12,593
1
c. yds.
9
109
219
340
473
617
7T2
937
1,114
1,303
1,502
1,712
1,934
2,166
2,410
2,665
2,931
3,208
3,496
3,795
4,106
4,427
4,760
5,103
5,458
5,824
6,201
6,589
6,989
7,399
7,820
8,253
8,697
9,152
9,617
10,094
10,583
•2
, yds.
19
119
231
353
487
632
788
955
1,133
1,322
1,522
1,734
1,957
2,190
2,436
2,691
2,958
3,236
3,525
3,826
4,137
4,460
4,794
5,138
5,494
5,861
6,239
6,629
7,029
7,441
7,863
8,297
8,742
9,198
9,665
10,143
10,632
11,08211,132
11,592111,644
12,11412,167
12,646 12,700
13,135 13,19013,245
13,689
14,254
14,830
15,417
13,745' 1.3,801
14,311 1 14,368
14,8h8 14,946
15,47615,535
16,01516,075 16,136
16,624
17,244
17,876
16,68616,747
17,307117.370
17,94018,004
I8,5l9;i8,583'l8,618
19, 172; 19,238 19,304
19,837il9,904fl9,971
53120,513,20,58120,649
54 21,200,21,269 21,339
55 21,898,21,969 22,039
5622,607122,679 22,751
57 23,328 23,400!23,473
58 24,059 124,133|24,207
59 24,802;24,877|2'1,952
60l25,556 25,632'25,708
3
c. yds.
28
130
242
366
501
647
804
972
1,151
1,342
1,543
1,756
1,979
2,214
2,460
2,717
2,985
3,265
3,555
3,856
4,169
4,493
4,828
5,173
5,530
5,899
6,278
6,668
7,070
7,482
7,906
8,341
8,787
9,244
9,712
10,191
10,682
11,183
11,696
12,219
12,754,
13,300;
13,857!
14,425
15,005;
15,595
16,196
16,809
17,433)
18,068
18,713
19,370
20,039
20,718
21.408
22,110
22,822,
23.546
24,2«1
25,027
25,784
4
yds.
381
141
254
379
515
662
820
989
1,170
1,361
1,564
1,778
2,002
2,238
2,485
2,743
3,013
3,293
3,585
3,887
4,201
4,526
4,862
5,209
5,567
5,936
6,316
6,708
7,111
7,524
7,949
8,385
8,832
9,290
9,759
10,240
10,731
11,234
11,748
12,2T2
12,808
13,355
13,913
14,483
15,063
15,655
16,257
16,871
17,496
18,132
18,779
19,437
20,106
20,786
21,478
22,181
22,894
23,619
24,3.55i
25,102,
25,860
5
c. yds.
48
151
266
392
529
677
837
1,007
1,188
1,381
1,585
1,800
2,025
2,262
2,511
2,770
3,040
3,322
3,614
3,918
4,233
4,559
4,896
5,244
5,603
5,974
6,355
6,748
7,151
7,566
7,992
8,429
8,877
9,337
9,807
10,288
10,781
11,285
11,800,
12,325;
12,862
13,411
13,970
14,540
15,122
15,714!
16,318
16,933;
17,559;
18,196
18,844;
19,503!
20,174
20,855
21,548
22,251
22,966
23,692
24,429
25,177
25,937
6
c. yds.
58
162
278
405
543
693
853
1,025
1,207
1,401
1,606
1,822
2,049
2,28'
2,536
2,796
3,068
3,351
3,644
3,949
4,265
4,592
4,930
5,279
5,640
6,011
6,394
6,788
7,192
7,608
8,035
8,473
8,923
9,383
9,855
10,337
10,831
11,336
11,852
12,379
12,917
13,466
14,026
14,598
15,181
15,774
16,379
16,995
17,622
18,260
18,909
19,.570
20,241
20,924
21,618
22,322
23,038
23,765
2^1..503
25,2531
25,013'
•7
c. yds.
68
173
290
419
558
708
870
1,042
1,226
1,421
1,627
1,844
2,072
2.311
2;562
2,823
3,096
3,379
3,674
3,980
4,297
4,625
4,965
5,315
5,676
6,049
6,433
6,828
7,233
7,651
8,079
8,518
8,968
9,430
9,902
10,386
10,881
11,387
11,904
12,432
•8
e. yds.
78
185
303
432
572
724
887
1,060
1,245
1,441
1,648
1,866
2,095
2,336
2,587
2,850
3,124
3,408
3,704
4,011
4,329
4,659
4,999
5,351
5,713
6,472
7,275
7,693
8,122
8,562
9,014
9,477
9,950
10,435
10,931
11,438
11,956
12,485
12,971; 13,026
13,522 13,577
14,083
14.656
14,140
14,714
15,239.15,298
15,834' 15,894
16,440 16,501
17,057,17,119
17,685' 17,749
18,325; 18,389
18,975| 19,041
19,636 19,703
20,309 20,377
20,993 21,062
9
c. yd*.
88
199
315
446
587
740
903
1,078
1,264
1,461
1,669
1
2,119
2,360
2,613
2,877
3,152
3,437
3,735
4,043
4,362
4,692
5,034
5,386
5,750
6,087 6,125
6,511
6,868 6,908
7,316
7,735
8.166
8,607
9,060
9,523
9,998
10,484
10,981
11,489
13,009
12,539
13,080
13,633
14,197
14,772
15,357
15,954
16,563
17,182
17,812
18,454
19,106
19,770
20,445
21,131
21,688 21,758 21,828
22,393 22,465 22,536
23,11123,183 23,255
23,839 23,912 23,986
24,578 24,652 24,727
25,328 25,404 25,480
26,090 26,167126,243
^^,,x-=«^S«-^t- ^■-'y^^-^'^-
'■4~^r"'tnr\, y%4 i
TABLE No. XVIII.
SLOPE 1^ TO 1.
CONTENT FOR AVERAGE DEPTHS, BASE 28 FEET.
£
0
c. yd».
7
8
9
10
11
12
13
14
15
16
17
18
19
30
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
1
yd*.
0
109
229
361
503
657
822
998
1,185
1,383
1,592
1,812
2,044
2,287
2,540
2,805
3,081
3,368
3,667
3,975
4,296
4,627
4,970
5,324
5,688
6,064
6,451
6,850
7,259
7,679
8,111
8,553
S.OO'^
9,472
9,948
10,435
10,933
11,442
38111,962
' 12,494
13,037
13,590
14,155
14,731
15,318
15,917
16,526
17,146
17,778
18,420
19,074
19,739
20,415
21,102
21,800
22,509
23,230
23,961
24,704
25,457
26,222
•2
c. yd*.
10
120
242
374
518
673
839
1,016
1,204
1,403
1,614
1,835
2,068
2,311
2,566
2,832
3,109
3,397
3,697
4,007
4,328
4,661
5,005
5,368
5,725
6,103
6,491
6,890
7,300
7,722
8,154
8,598
9,053
9,519
9,996
10,484
10,983
11,494
12,015
12,548
13,091
%
. yds.
•20
132
255
388
533
689
856
1,034
1,223
1,424
1,635
1,858
2,092
2.336
2;592
2,859
3,137
3,427
3,727
4,089
4,361
4,695
5,040
5,396
5,763
6,i41
6,530
6,930
7,342
7,765
8,198
8,643
9,099
9,566
10,044
10,533
11,034
11,545
12,068
12,602
13,146
ai
144
267
14,212
14,789
15,377
15,977
16,587
4
. yds.
13,646 13,702
14,261
14
15,437
16,038
16,649
17,20917,272
17,842 17,905
18,485
19,140
19,806
20,483
21,171
21,870
22,581
23,302
24,035
24,779
25,533
26,299
18,550
19,206
19,873
20,551
21,241
21,941
22,652
23,375
24,109
24,854
25,609
26,37726,454
705
873
1,043
1,243
1,444
1,657
1,881
2,116
2,361
2,619
2,887
3,166
3,456
3,758
4,070
4,394
4,729
5,075
5,432
5,800
6,179
6,570
6,971
7,384
7,807
8,242
8,688
9,145
9,613
10,093
10,583
11,084
11,597
12,121
12,656
13.201
13,759
14,327
14,906
15,496
16.098
16,711
17,335
17,969
18,615
19,272
19,941
20,620
21,310
22,012
22,724
23,448
24,183
24,929
25,686
6
c. yds.
42
156
280
416
563
T21
891
1,061
1,263
1,465
1,679
1,904
2,140
2,387
2,645
2,914
3,194
3,486
3,789
4,102
4,427
4,763
5,110
5,468
5,837
6,218
6,609
7,012
7,426
7,850
8,286
8,733
9,191
9,661
10,141
10,633
11,135
11.649
I2;i74
12,710
13,25
13,815
14,384
14.964
15.556
16,159
16,773
17,398
18,033
18,681
19,339
20,008
20,688
21,380
6
c. yds.
23,521
Si
168
293
431
579
T38
908
1,080
1,282
1,486
1,701
1,927
2,164
2,412
2,671
2,942
3,223
3,516
3,819
4,134
4,460
4,797
5,145
5,505
5,875
6,256
6,649
7,053
7,468
7,893
8,331
8,779
9,238
9,708
10,190
10,682
11,186
11,701
12,227
12,764
13,312
13,871
14,442
15,023
15.616
16,221
16,835
17,461
18,098
18,746
19,405
20,076
20,757
21,450!
64
180
307
445
594
754
926
1,099
1,302
1,507
1,723
1,950
2,188
2,437
2,963
•7
c. yds.
75
192
320
459
610
771
944
1,117
1,322
1,528
1,745
1,973
2,213
2,463
2,698 2,724
2,997
3,252 3,281
3,546
3,850
4,166
4,493
4,832
5,181
5,541
5,913
6,295
6,689
7,094
7,510
7,937
8,375
8,824
9,-284
9,756
10,239
10,732
11,237
11,753
12,280
12,818
13,367
13,928
14,499
15,082
15,676
16,282
16,897
17,524
18,162
18,811
19,472
20,143
86
204
333
474
3.576
3,881
4,199
4,527
4,866
5,216
5,578
5,950
6,834
6,729
7,135
7,552
7,980
8,419
8,870
9,331
9,804
10,287
10,782
11,288
11,805
12,333
12,873
13,423
13,984
14,557
15,141
15,736
16,344
16,959
17,587
18,226
18,877
19,538
20,211
22,08222,153
22,79622,868
23,594
20,826 20,895
21,519J21,589
22,224 22,295
22,94023,012
24,25724,331
25,004
25,762
26,531
25,079
25,838
26,609
23,667
24,405
25,155
25,915
23,740
24,480
25,992
26,686126,764
788
963
1,136
1,342
1,549
1,768
1,997
2,237
2,489
2,751
3,025
3,310
3,606
3,913
4,231
4,560
4,900
5,252
5,615
5,988
6,373
6,769
7,176
7,594
8,023
8,464
8,915
9,378
9,852
10,336
10,832
11,339
11,858
12,387
12,927
13,479
14,041
15,200
15,796
16,405
17,021
17,651
18,291
18,942
19,605
20,279
20,964
21,659
23,065
23,814
25,23025,30625,382
26,068
97
217
347
488
641
805
980
1,155
1,363
1,571
1,790
2,030
2,362
2,514
2,778
3,053
3,339
3,636
3,944
4,263
4,594
4,935
5,288
5,651
6,036
6,413
6,809
7,317
7,637
8,067
8,508
8,961
9,425
9,900
10,385
10,883
11,391
11,910
12,440
12,982
13,534
14,098
14,615 14,673
15,259
15,856
16,466
17,084
17,714
18,356
19,008
19,672
30,347
21,033
21,730
22,36722,438
23,157
23,887
24,55434,639
36,145
26,842)36,930
0
8
9
10
11
12
13
14
15
16
17
18
19
20j
21
22
23
24
26
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
4G
47
'18
49
50
51
52
53
St
55
•0
. yds.
TABLE No. XIX.
SLOPE 1^ TO 1.
CONTENT FOR AVERAGE DEPTHS, BABE 30 FEET.
1 2 ^ 4 ^ ^
c. yd». c. yd». c. yd». c. yds, c. yds.- c. yds.
5:
14
867
1,050
1,244
1,450
1,667
1,894
2.133
2,383
2,644
2,917
3,200
3,494
3,800
4,117
4.444
4,783
5,133
5,494
5,867
6,250
6,&44
7,050|
7,467
7,894
8,333
8,783
9,244
9,717
10,200
10,694
11,200
11,717
12,244
I2,7a3
13,333
13,894
14,467
11
129
258
398
549
711
884
1,069
1,264
1,471
1,689
1.918
2,158
2,409
2,671-
2,944
3,229
3,524
3,831
4,149
4,478
4,818
5,169
5,531
5,904
6,289
6,684
7,091
7,509
7,938
8,378
8,829
9.291
9;764
10,744
11,251
11,769
12,298
12,838
13,389
13,951
14,524
15,05015,109
15,614
16,250
16,867
17,494
18,133
18,783
19,444
20,117
20,800
21,494
•22,200
22,917
56123,044
57i24,383
58 25,133
59l25,R94
22
141
271
412
565
72BI
90-
1,088,
1,285
1,492
1,711
1,941
2,182
2,435
2,69Si
2,972i
3,258'
3,5551
3.862
4il81|
4,51 H
4,852;
5,20&;
5,568-
5,942;
6,328;
6,725
7,132
7,551
7,981
8,422
8,875|
9;338;
9,812-
10,249110,298
10,795
11,302
11,821'
1-2,351 :
12,892
13,445
14,008
14,582
15,1(»
15,765
16,372
16,991
17,621
15,704
16,311
16,928
17,558
18,198
18,849
19,511
20,185
20,869
21,565
22,271
23,989
23,718123,791
21,458,24,.532l
25,209-25,285
25,971 26,048
60 •2t>,fir.7 •26;745!26,82-2
18,915
19,578,
20,252
20,938
21,635,
22,342
23,061
34
154
. 285
427
580
745
920
1,107
1,305
1,514
1,734
1,965
2;307
2,4<M)
2,725
3.000
3,287
3,585
3,894
4 214
4,545
4
5,240
5,605
5,980
6,367
6,765
7,174
7,594
6,025
8.467
8;920
9,385
9,860
10.347
10,845
11,354
11,874
12,404
12,947
13,500
14.065
14,640
15,227
15,825
16,434
17,<;54
17,685
18,327
18,980
19,645
20,321
21,007
21,705
22,414
23,i:i4
23,865
1,325
1,535
1 ,756
1,988
2,232
2.486
2,752
3,029
3,3M;
3,615
3,925
4,246
4,579
4,922
5,276
5,642
6,018
6,406
6,805
7,215
7,636
8,069
8,512
8,966
9,432
10,396
10,895
U,iQ5
11,926
12,459
13,002
13,556
14,1-22
14,699
15,286
15,885
16,495
17,116
17,749
18,392
19,046
19,712
c. yds..
57
179
312
m
779
957
1,146
1,346
1,557
1,779
2,012
2,257
2.512
2,779
3,057
3,346
3,646
3,957
4,279
4,612
4,957
5,312
5.679
6,057
6,446
6,846
7,257
7,679
8,112
8,557
9,012
69
192
326
472
629
796
975
1,165
1,366
1,579
1,802
2,036
2,282
2,539
2,806
3,085
3,375
3,676
3,989
4,312
4,646
4,992
5,349
5,716
6,095
6,485
6,886
7,299
7,722
8,156
8;602
9,059
•7
c. yds.
■H I -9
: yds. ! a. yds.
9,909 9,957
9,479 9,526
10,446
10,946
11.4.57
11,979
12,512
13,057
13,612
10,005
10,495;
10.9961
11,5()7|
12.032,
12,566|
13.112^
80
205
340
487
645
814
994
1,185
1,387
1,600
1,825
2,060
2,307
2,565
2,834
3,114
3,405
3,707
4,020
4,345
4,680
5,027
5,385
5,754
6,134
6,525
6,927
7,340
7.765
8,200
8,fr47
9,105
9,574
10,054
10,545
11.047
92
218
355
502
661
831
I,0l2j
1,205|
^•^^\
1,622
1,848!
2,084i
2,332
2,591
2,861
3,142
3,435
3,738
4,052
4,378
4,715
5,062
5,421
5,791
6.172
6:565
6,968
7,382
7,808
8,245
8,692
9,151
9,621
10,102
10,595
11,098
11,560:11,612
12,085112.138
12,620112,675
13,16713,222
14,179114,236
14,757,14,815
15,346115,405
15,946116,006!
13,66913,725
' 14,294
14,874
15,465
16,067
13,781
14,351
14,932
15,525
16,128
16,,557116,619. 16,681 116,742 16,805
17,179117,242
17,813; 17,876,
18,457118,522
19,113!19.179|
19,779; 19,846
-20,389 20,4571-20,5-^5
21,076
21,775
22,4a5
23,206
21,146:21,2151
21,846|21,916'
22,.557i22.629
23,2792:13.52
17,305 17,368
17,941 |l8.()05
18,.587| 18,6,52
19,245119,311
19,9l4!l9,981
20,594120,662
21,285,21,3,55
21,987;22,0.58
22,70112-2,772
2:^,425 23.498
23,939|24,0l3|-24,086j
24,607r24,682l24,757'--J4,832
25,361 I25,436|25.5l3i25.589
26,125 26,202l26,279|26,356|
i26,90ll2i;,979i27,057i27,135
■24,161
24,907
•25,665
26,434
27,214
24,235
24,982
25,741
-26,511
27,292
104
231
369
518
678
849
1,031
1,224
1,429'
1,644
1,871
2,109
2,358
2,618
2,889
3,171
3,464
3,769
4,084
4,411
4,749
5,098
5,458J
5,829
6,212
6,604
7,009
7,424
7,851
8,289-
8,738
9,198
9,6691
10,151
10,644
11,149
11,664
12,191
12,729
13,278
13,838
14,409
14,991
15,.584
16,189
17,431
18,069
18,718
19,378
20,049
-20,731
21,425
•22,129
22,845
•23.571
-24,309
•25,0.58
25,818
26,589
27,371
;><
Ki:^«>^«^4^
X-^^yJ-iT-^r*.-* -^^-^-^'-^^-A^v. ^^^ .
'77
TABLE No. XX.
SLOPE 1^ TO 1.
COWENT FOR AVERAGE DEPTHS, BABE 34 FEET.
i
0
1
2
3
4
5
6
7
8
9
10
11
12
i
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
81
S2
33
34
35
36
87
88
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
•0
. yds.
0
131
274
428
593
769
956
1,154
1,363
1,583
1,815
2,057
2,311
2,576
2,852
3,139
3,437
3,746
4,067
4,398
4,741
5,094
5,459
5,835
6,222
6,620
7,030
7,450
7,881
8,324
8,778
9,243
9,719
10,206
10,704
11,213
11,733
12,265
12,807
13,361
13,926
14.502
i5;aS9
15,687
16,296
16,917
17,548
18,191
18,844
19,509
20,185
20,872
21,570
22,280
23,000
1
c. yds.
13
145
289
444
610
787
975
1,174
1,385
1,606
1,839
2,082
2,337
2,603
2,880
3,168
3,467
3,778
4,099
4,432
4,776
5,130
5,486
5,873
6,262
6,661
7,071
7,493
7,925
8,369
8,824
9,290
9,767
10,255
10,754
11,265
11,786
12,319
12,862
13,417
13.983
14,560
15,148
15,747
16.358
16,979
17,612
18,256
18,910
19.576
20,253
20,942
21,641
22,351
23,073
•2
c. yds.
25
159
304
460
627
805
994
1,195
1,406
1,629
1,862
2,107
2,363
2,630
2,908
3,198
3,498
3,809
4,132
4,466
4,811
5,167
5,524
5,912
6,301
6,.70l
7,113
7,535
7,969
8,414
8,870
9,337
9,815
10,304
3
c. yds.
38
173
319
476
644
823
1,014
1,215
1,428
1,652
1,886
2.132
2,389
2,658
2,937
3;227
3,529
3,841
4,165
4,500
4,846
5,203
5,561
5,950
6,341
6,742
7,155
7,578
8,013
8,459
8,916
9,384
9,863
10 354
10,805;10',855
11,31611,368
11,839:11.892
12 372 12;426
I2;917il2,972
13,473,13,529
14,04014,098
14,618; 14,677
15,208 15,267 j 15,327
4
c. yds.
51
187
334
492
662
842
1,033
1,236
1,450
1,675
1,911
2,158
2,416
2,685
2,965
3,257
3,559
3,873
4,198
4,534
4,881
5,239
5,608
5,989
6.380
6,783
7,196
7,621
8,05'^
8,5W
8;962
9,432
9,912
10,403
10,906
11,420
11,945
12,481
13,028
13,586
14,155
14,735
5
c. yds.
64
201
350
509
679
861
1,053
1,257
1,472
1,698
1,935
2,183
2,442
2,713
2,994
3,287
3,590
3,905
4,231
4,568
4,916
5,275
5,646
6,027
6.420
€;824
7,238
7,664
8,101
•8,550
9,009
9,479
9,961
10,453
10,95
11,472
41,998
12,535
6
c. yds.
•7
c.yds.
48,083 13,138
13,642113,699
28,731,23,805
24,47424,549
25,22825,304
25,993 26,070
26,769 26,847
27,556!27,635
15,808;15,869
16,41916,481
17,04217,105
17,676; 17,740
18.321 18,386
18,977, 19,043
19,64419.711
20.322 20,390
21,01121,081
21,71121,782
22,423 22,495
23,145 23,218
23,879 23,953
24,624 24,699
25,380:25,456
26,147 26,224
26,925
27.714
27,003
27,794
15,929
16,543
17,168
17,804
18,451
19,109
19,778
20,459
21,150
21,853
22,566
23,291
24,027
24,774
26,302
27,082
27,873
7tt
216
365
525
69'
879
1,073
1,278
1,494
1,721
1,959
2,208
2,469
2,740
3,023
3,316
3,621
3,937
4,264
4(602
4,952
5,312
5,683
6,066
6,460
6,865
7,281
7,708
6,146
8,595
9,055
9,527
10,009
10,503
11,008
11,524
12,051
12,589
14,213
14,794
15,387
15,990
16,6(»
17.231
17,868
18,516
19,175
19,846
14,270
14,853
15,446
16,051
16,66'
17,294
18,582
19,242
19,913
20,527|20,596
22,638
23,364
24,101
24,850
25,53325,609
26,379
27,161
22,711
23,438
24,176
24,925
25,685
26,457
27,239
•8
c yds.
91
230
381
542
715
698
1,093
1,299
1,516
1,744
1,983
2,234
2,495
2,768
3,052
3,346
3,652
3;969
4,298
4,637
4,987
5,349
5,721
6,105
6,500
6,906
7,323
7,751
8,190
8,641
9,102
9,575
10,058
10,553
11,059
11,576
12,104
12,643
13,194
13,755
14,328
14,912
15,506
16.112
16,729
17,358
•9
.yds.
17,932 17,997
18,647
19,309
19,981
20,665
104
245
396
559
732
917
1,113
1,320
1,538
1,768
2,006
2,259
2,522
2,796
•3,081
3,377
3,684
4,002
4,331
4i671
5,023
5,385
5,759
6,144
6,540
6,947
7,365
7,794
8,235
8,686
9,149
9,622
10,107
10,603
11,110
11,628
12,158
12,698
13,249
13,812
14.386
14,971
15,567
16,174
16,792
17,421
18,061
18,713
19,375
20,049
20,734
21,220121.29021,36021,431
21,92421,995
27,953 28,033
23,511
24,250
25,001
25,762
26,535
27,318
22.06622,137
22,783 22,855
23,584
24,325
25,839
26,612
27,397
28,113128,193
118
259
412
576
750
936
1,133
1,342
1,561
1,791
2,033
2,285
2,549
2,824
3,110
3,407
3,715
4,034
4,365
4,706
5,059
5,422
5,797
6,183
6,580
6,988
7,407
7,838
8,279
8,732
9,196
9,€70
10,156
10,653
11,162
11,681
12,211
12,753
13,305
13,869
14,444
15,030
15,627
16,235
16,854
17,485
18,126
18,779
19,442
20,117
20,803
21,500
22,208
22,927
23,658
24,399
25,07625,152
25,916
26,690
27,476
28,273
:^*^:
TABLE No. XXI.
SLOPE li TO 1.
CORRECTI»N FOR DIFFERENCES OF DEPTHR
1
0
1
•2
3
4
5
6
•7
•8
9
£
c.'yds.
c. yds.
c. yds.
c. yds.
c. yds.
c. yds.
c. yds.
e. yds.
cyds.
e. yds.
"T
0
1
1
1
h
1
1
1
2
2
2
2
2
2
2
3
3
3
3
4
4
3
4
4
5
5
5.
6
■ 6
6
7
7
4
7
8
8
9
9
9
10
10
11
11
5
12
12
13
13
14
14
15
15
16
16
6
17
17
18
18
la
20
20
21
21
23
7
23
23
24
25
25
26
27
27
28
29
8
30
30
31
32
33
33
34
35
36
37
9
37
. 38
39
40
41
42
43
44
44
45
10
46
47
48
49
50
51
52
53
54
55
11
56
57
58
59
60
61
62
63
64
66
12
67
68
69
70
71
72
74
75
76
77
13
• 78
79
81
82
83
, 84
86
•87
88
89
14
91
92
93
95
96
97
99
100
101
103
15
104
106
107
108
110
111
113
114
116
117
16
119
120
122
123
125
126
128
129
131
132
17
134
135
137
139
140
142
143
145
147
148
18
150
152
153
155
157
158
160
162
164
165
19
167
169
171
172
17*
176
178
180
181
183
30
185
187
189
191
193
195
196
198
200
202
21
204
206
208
210
212
214
216
218
220
222
22
22-4
226
228
230
232
234
236
239
341
243
23
245
2il
249
251
253
256
258
260
262
264-
24
'267
269
271
273
276
278
280
282
285
287
25
289
292
294
296
299
301
303
306
308
311
26
313
315
318
320
323
325
328
330
333
335
27
337
340
343
345
348
350
353
355
358
360
28
363
366
368
371
373
376
379
381
3g4
387
29
389
392
395
397
400
403
406
408
411
414
30
417
419
422
425
428
431
433
436
439
442
31
445
448
451
453
456
459
462
465
468
471
32
474
477
480
483
486
489
492
495
498
501
33
504
507
510-
513
516
519
523
526
529
532
34
535
538
542-
545
548
551
554
557
561
564
35
567
570
574
577
580
583
587
590
593
597
36
600
603
607
610
614
617
620
624
627
630
37
1634
637
641
644
648
651
654
658
661
665
38
668
692
675
679
683
686
690
693
697
701
39
704
708
7U
715
719
722
726
730
733
T37
40
741
744
748
752
756
TO9
763
767
771
774
41
778
782
786
790
693
797
801
805
809
813
42
817
821
824
828
832
836
840
844
848
852
43
856
860
864
868
872
876
880
884
888
892
44
896
900
904
908
913
917
921
925
929
933
45
938
942
946
850
954
958
963
967
971
975
V^-iL^
/O.
8
■i
J
TABLE No. XXII. 1
?
CONTENTS OF PRISMS WITH SQUARE BASES 1
i
o
1
2
3 4
5
6
•7 -8
9
;
c. yd*.
0
c. yd».
0
c. 7dt.
0
c. yds.
0
c. yd*.
1
c.ydt.
1
c.yd».
1
c.yd».
2
c. yds.
c. ydf.
2
3
i
1
4
4
5
^
7
8
9
11
12
13
2
15
16
18
20
21
23
* 25
27
29
31
»
3
33
36
38
40
43
45
48
51
53
56
!'
4
59
62
65
68
72
75
78
82
85
89
.'
5
93
96
100
104
108
112
116
120
125
129
t'
6
133
138
142
147
152
156
161
166
171
176
'
7
181
187
192
197
203
208
214
220
225
231
.
8
337
24S
249
255
261
268
274
280
287
293
t
9
300
307
313
320
327
334
341
348
356
363
J
10
370
378
385
393
401
408
416
424
432
440
11
448
456
465
473
481
490
398
507
516
521
12
533
542
551
560
569
579
588
597
607
616
13
626
636
645
655
665
675
€85
695
705
716
t
14
726
736
747
757
768
779
789
800
811
822
15
833
844
856
867
878
890
901
913
925
936
!
16
948
960
972
984
996
1,008
1,021
1,033
1,045
1,058
i
17
1,070
1,083
1,096
1,108
1,121
1,134
1,147
1,160
1,173
1,187
■
18
1,200
1,213
1,227
1,240
1,254
1,268
1,281
1,295
1,309
1,323
'
19
1,337
1,351
1,365
1,380
1,394
1,408
1,423
1,437
1,452
1,467
I
20
1,481
1,496
1,511
1.536
1,541
1,556
1,572
1,587
1,602
1,618
<
21
1,633
1,649
1,665
i;680
1,696
1,712
1,728
1,744
1,760
1,776
<
22
1,792
1,809
1,825
1,842
1,858
1,875
1,892
1,908
1,925
1,942
23
1,959
1,976
1,993
2,011
2,028
2,045
2,063
2,080
2,098
2,116
;
24
2,133
2,151
2,169
2,187
2,205
2,223
2,241
2,260
2,278
2,296
'
25
2,315
5,333
2.352
2,371
2,389
2,408
2,427
2,446
2,465
2,484
•
26
2,504
2,523
2,M2
2,562
2,581
2,601
2,621
2,640
2,660
2,680
;
27
2,700
2,720
2,740
2,760
2,781
2,801
2,821
2,842
2,862
2,883
28
2,904
2,924
2,945
2,966
2,987
3,008
3,029
3,051
3,072
3,093
29
3,115
3,136
3,158
3,180
3,201
3,223
3,245
3,267
3,289
3,311
30
3,333
3.356
3,378
3,400
3,423
3,445
3,468
3,491
3.513
3,536
'
31
3,559
3;582
3,605
3,628
3,652
3,675
3,698
3,722
3;745
3,769
i
32
3,793
3,816
3,840
3,864
3,888
3,912
3,936
3,960
3,985
4,009
33
4,033
4,058
4,082
4,107
4,132
4,156
4,181
4,206
4,231
4,256
]
34
4,281
4,307
4,332
4,357
4;383
4,408
4,434
4,460
4,485
4,511
i
35
4,537
4,563
4,589
4,615
4,641
4,668
4,694
4,720
4,747
4,773
\
36
4,800
4,827
4,853
4,880
4,907
4,934
4,961
4,988
5,016
5,043
37
5,070
5,098
5,125
5,153
5,181
5,508
5,236
5,264
5,292
5,330
38
5,348
5,376
5,405
5,433
5.461
5,490
5,518
5,547
5,576
5,604
1
39
5,633
5,662
5,691
5,720
5,749
5,779
5,808
5,837
5,867
5,896
40
5,926
5,956
5,985
6,015
6,045
6,075
6,105
6,135
6,165
6,196
41
6,226
6,256
6,287
6,317
6,348
6,379
6,409
6,440
6,471
6,502
1
42
6,533
6,564
6,596
6,627
6,658
6,690
6,721
6,753
6,785
6,816
43
6,848
6,880
6,912
6,944
6,976
7,008
7,041
7,073
7,105
7,138
44
7,170
7,203
7,236
7,268
7,301
7,334
7,3ff7
7,400
7,433
7,467
45
7,500
7,533
7,567
7,600
7,634
7,668
7,701
7,735
7,769
7,803
46
7,837
7,871
7,905
7,940
7,974
8,006
8,043
8,077
8,112
8,147
47
8,181
8,216
8,251
•8,286
8,321
8,356
8,392
8,427
8,462
8,498
48
8,533
8,569
8,605
8,640
8,676
8,712
8,748
8,784
8,820
8,856
49
8,893
8,829
8,965
9,002
9,038
9,075
9,112
9,148
9,185
9,222
50
9,259
9,296
9,333
9,371
9,408
9,445
9,483
9,520
9,558
9,596
51
9,633
9,671
9,709
9,747
9,785
9,823
9,861
9,900
9,938
9,976
52
10,015
10,053 10,092
10,131
10,169
10,208
10,347
10,286
10,325
10,364
53
10,404
10,443 10,482:10,522
10,561
10,601
10,641
10,680
10,790
10,760
54
10,800
10,840 10,880 10,920|10,M61
11,001
11,041
11,082
11,122
11,163
55
11,204
11,244
11,28511,326:11.367
11,408
11,449
11491
11,532
11,573
56
11,615
11,656
11,69811,740 11,781
11.823
11,865
11907
11,949
11,991
57
12,033
12,076
12,11812,160,12,203
12;245
12,288
12,331
12,374
12,416
58
59
60
12,459
12,893
12,502
12,936
13,378
12,545
12,970
13,422
12,588
13,014
13.467
12,632
13,068
,13,512
12,675
13,112
13,556
12,718
13,1,%
13,601
12,762
13.200
13;646
12,805
13,245
13,691
12,849
13,289
13,736
TABLE No. XXII.
( CONTINUED. )
CONTENTS OF PllISMS WITH SQUARE BASES.
61
62
63
64
65
66
67
68
69
70
71
72
73
74
o
c.yds.
13,781
14,237
14,700
15,170
15,648
16,133
16,626
17,126
17,633
18,148
18,670
19,200
19,737
\ 20.281
7520;833
76i21,393
77'2l,959
78122,533
79 23,115
80 23,704
8124,300
82'-^,90t
83^
84
1
c. y<J».
13,827
14,283
14,747
15,218
15,696
16,182
16,676
17,176
17,684
18,200
18,723
19,253
19,791
2
c. yds.
13,872
14,329
14,793
15,265
15,745
16,231
16,725
17,227
17,736
18,252
18,776
19,307
19,845
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
1(»
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
26,822
27,456
28,747
25,515
26,133
26,759
27,393
28,033
28,681
29,337
30,000
30,670
31,348
32,033
32,726
33,426
34,133
34,848l34;920
20,336:20,391
20,889 20,945
21,449 21,505
22,016122,073
22,591 122,649
23, 173| 23,232
23,763i23,822
24,360 24,420
24,965'25,025
3
c. yds.
25,576
25.638
13,917
14,375
14,840
15,313
15,793
16,280
16,775
17,277
17,787
18.304
18,828
19,360
19,900
20,446
21,000
21,562
22,131
22,707
23,291
23.882
24,480
25.086
4
c. yds.
13,963
14,421
14,887
15,361
15,841
16,329
16,825
17,328
17,838
18.356
I8;881
19,414
19.954
20,501
21,056
21,618
22,188
22,765
23,349
23,941
24,541
25.147
5
c. yds.
26,196] 26,258
26,885
27,520
28,098 28,162
26,320
26,948
27,584
28,227
29,40329,469
28,81228,877
35,570
36,300
37,037
37,781
38,533
39,293
40,059
40,833
41,615
42,404
43,200
44,004
44,815
45,633
46,459
47,293
48,133
48,981
49,837
50,700
51,570
52,448
53,333
30,067
30,738
31,416
32,102
32,796(32,865
33,496 33,567
34,20434,27634,347
35,643
36,37336,447
37,111
37,856
38,609
39,369
40,136
40,911
41,693
42,483
44,08-4
44;896
45,716
46,542
47,376
48,218
49,067
49,923
51,658
52,536
53,422
54,226'54,316
30,133
30,805
31,485
32,171
25,70025,761
29,535
30,200
26,383
27,012
27,648
28.292
28,943
29,601
30,267
30,873 30,941
14,008
14,468
14,934
15,408
15,890
16,379
16,875
17,379
17,890
18,408
18,934
19.468
2o:008
20,556
21,112
21,675
22,245
22,823
23,408
24,001
24,601
25,208
25,823
26,445
27,075
27,712
28,356
29,008
29,668
30,334
31,008
6
c. yds.
31,55331,62131,690
34,992
35,716
37,185
37,931
38,685
39,445
40,213
40,989
41,772
42,562
35,064
35,788
36,520
37,260
38,006
38,760
39,522
40,291
43,280 43,360
44, 165
44,978
45,798
46,625
47,460
48,302
49,152
50,009
50,78750,873
151,745
52,625
53,511
54.405
32,240
32,936
33,637
14,054
14,514
14,981
15,456
15,938
16,428
16,925
17,429
17,941
18,461
18,987
19,521
•20,063
20,612
21,168
21,732
22,303
22,881
23,467
24,061
24,661
25,269
25,885
26,508
27,138
27,776
28,421
29,074
29,734
30,401
31,076
31,758
32,448
33,145
35,86135,934
36,594 36,668
37,334j37,408
38,081138,156
38,836
39,598
40,368
41,06741,145
41.851
42,642
13,440
44,246
45,880
46,708
47,544
48.387
49;237
50,095
50,960
51,833
52,713
53,600
< .54,495
32,309 32,379
33,006|33,075
33,708!33,779 33,849
34,4l8j34,490j34.56l
36,136|35,208 3&;281
•7
e. yds.
14,100
14.560
15;028
15,504
15,987
16,477
16,975
17,480
17,993
18,513
19,040
19,573
20,117
20,667
21,224
21,788
22,360
•8
c. yds.
14,145
14,607
15,076
15,552
16,036
16,527
17.025
17,531
18,045
18,565
19,093
19,629
20,172
20,722
21,280
21,845
22,418
c. yds.
22,940,22,998
23,526 23,585
24,120 24,186
24,722 24,783
25,33125,392
25,94726,009
26,57126,633
27,202; 27,265
27,905
28,551
29,205
29,867
30.536
41,929
42,721
43,521
38,912
39,675
40,445
41,223
42,008
42,801
43,601
36,007
36,741
37.483
38,232
38,988
44,327144,408
27,840
28,486
29,140
29,800
30,4t«
3l.l44|3l,212
3i;827l3l,896
32.517,32.587
33,215 33;285
33,92033,991
34,633 34,705
35,353 35,425
36,080 36,153
36,815
37,557
38,307
39,064
39,75239,828
40,523
41,301
42,087
42 881
43;681
44,489
45,06045,141145,223:45,305
45,963 46,045 '46,128
46,792|46,875|46,958
47,628J47,712|47,796 47,880^47,965
48,47*48,556148,641
49,32349,40849,494
50,181150,268,50,354
51.04751,134151,221
51,920
52,801
53,689
54,585
52,008
52,890
53,779
52,096
52,978
53,868
54,675j54,765
36.889
371632
38,382
39,140
40,600
41,380
42,166
42,960
43,762
41,458
42.245
43,842
44..57l!44,652
45,387145,469
46,21146,293
47,04247,125
48,736 48,811
49,580 49,665
50,440;50,527
51,308 51,396
52,184|52,272
53,067:53, 156
.53,957|54,04
14,191
14,653
15,123
15,600
16.084
16,576
17,076
17,582
18,096
18,618
19,147
19,683
20,227
20,778
21,336
21,902
22,476
23.056
23;644
24;240
24,843
25,453
26,071
26,696
27,329*
27,969
28,616
29,271
29,933
30,603
31,280
31,964^
32,656
33.356
34,062:
34,776
35,498
36,227
36,963
37,707
38,458
39,216
39,90539,982
40,67840,756
41,536
42,324
43,040 43,120
43,923
44,733
45,551
46,376
47,209
48,049'
48,896
49,751
50,613^
51,483
52,360
53,244'
54.136
64,855 54,945l55,036-
..> ;... ;'t.,>:^-
.•^■»li- v.'lTt>*'
TABLE No. XXII.
( CONTINUED. •)
CONTENTS OF PRISMS WITH SftUARE BABEa
122
123
124
125
126
127
128
129
1.30
131
il32
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
1.57
158
■159
160
161
.162
163
164
165
166!
1671
168
169;
170
I7l|
1T2
173
174
175
176
177!
178
179
180
181
182'
0
c. yd*.
55,12(>
56,033
56,948
57,870
58,800
59,737
60,681
61,633
62,593
63,559
64,533
65,515
66,504
67,500
68,504
69,515
70,533
71,559
72,593
73,633
74,681
75,737
76,800
77.870
78;948
80,033
81,126
82,226
83,333
84,448
85;570
86,700
87,837
88,981
90,133
91,293
92,459
93,633
94,815
96,004
97,200
98,404
99,615
100,833
102,159
103,293
101,533
105.781
107,037
108,300
109,570
110,848
112,133
113,426
114,726
116.0331
117;348
118,670
120,000;
121,337
122,6811
1
c. yds.
55,216
56,124
57,040
57,963
58,893
59,831
60,776
61,729
62,689
63,656
64,631
6.5,613
66,603
67,600
68,604
69,616
70,636
71,662
72,696
73,738
74,787
75,843
76,907
77,978
79,056
80,142
61,236
82,336
83,444
84,560
85,683
86,813
87,951
89,096
90,249
91,409
92,576
93,751
94,933
96,123
97,320
98,524
99,736
100,9.56
102,182
iavi6
104,658
105,907
107,163
108,427
109,698
110,976
112,262
113,556
114,856
116,164
117,480
118,803
120,133
121,471
122,816
■2
c. yds.
"55,307
56,216
57.132
58;056
58.987
59;925
60,871
«1,825
62,785
63,753
64,729
65,712
66,702
67,700
68,705
69,718
70,738
71,765
72,800
73,842
74,892
75,949
77,013
■^,08.5
79,165
80,251
81,345
82,447
83,556
84,672
85,796
86,927
«8,065
89,211
90,365
91,525
92,693
93,869
95,052
96,242
^7,440
98,645
99,858
101.078
102,305
103,540
104,782
106,032
107,289
108,5.53
109,825
111,105
112,391
113,685
114,987
116,296
117,612
118.936
120,267
121,605
122,951
3
c. yds.
"55,397
56,307
57,224
58,148
59,080
60,020
60,966
61,920
62,882
63,851
64,827
65,811
66,802
67,800
68,806
69,820
70,840
71,868
72,904
73,947
74,997
76,055
77,120
78,193
79,273
80,360
81,455
82,557
83,667
84,784
85,908
87.040
88;i80
89.326
90;480
91,642
•92,811
93,987
95,171
96,362
97,560
-98,766
99,980
101,200
4
c. yds.
"55"^
56,398
57,316
58,241
59,174
60,114
61,061
62,016
62,978
63,948
64,925
65,909
66,901
67,901
68,907
69,92i
70,943
71,972
73,008
74,052
75,103
76,161
77,227
78,301
79,381
^0,469
81,565
5
yds.
55,579
56,490
57,408
58.334
591268
60;208
61,156
62,112
63,075
64,045
65,023
66,008
67,001
68,001
•69,008
70,023
71,045
72,075
73,112
74,156
75,208
76,268
77,334
78,408
79,490
80,579
81,675
62;668i 82,779
83,778 83,890
84,896 85,008
86,021 86,134
87,154 87,268
88,294
89,441 89,556
90,.596 90,712
91,758 91,875
92,928 53,045
94,105 94,223
95.289 95,408
96,481 96,601
'97,681 97,801
98,887 99,008
100,101 100,223
101.323 101,445
102,428] 102;552 102,675
103,664 103,788103,912
104,907
10<J,15"
107,415
108,680
109.953
lli;2.33
112,520
113,815
115,117
116,427
117.744
119,068
120,400
105,032105,256
106,283 106,408
107,541
108.807
110,081
111,361
112,649
113,945
115,248
116,558
117,876
119,201
120,534
121 ,740; 121, 874
123,086' 123,221
107,668
108,934
110,208
111,490
112,779
114,075
115,379
116,690
118,008
119.334
120,668
122,008
123,356
6
c. yds,
^57669
56,581
57,501
58,427
59,361
60,303
61,252
62,208
63,172
64.143
65,121
■€6,107
67,101
68,101
69,109
70,125
71,148
72,178
73,216
74,261
75,314
76,374
77,441
78,516
79,598
80,088
81,785
82:889
84;001
85,121
86,247
87,381
88,523
89,672
90,828
91,992
93,163
91,341
95,527
96,721
97,921
99,129
100.345
•7
c. yds.
55,760
56,673
57,593
58,520
59,455
60,397
61,347
62.304
63i268
64,240
65,220
66,206
67,200
68,202
09,210
70,227
71,251
72,282
73,320
74,366
75,420
76,480
77,548
78,624
79,707
80,797
81,895
83,000
84,112
85,233
86,360
87,495
88,637
89,787
90,944
92,108
93,280
94,460
95,646
96,840
98,042
99,251
100,467
101.568J 101,691
102,798,102,922
104,036 iW, 160
I05.38l'l05,406
106,534 106,660 106,785
107,794' 107,920 108,047
109,0611109,188 " ■
110,336' 110,464
111,618
112,908
114,205
115,509
116,821
118,141
119,467
801
143
111,747
113,037
114,335
115,640
116,953
118,273
119,600
120,935
122,277
I23,492i 123,62';
•8
c. yds. ,
55,851
56,765
57,685
58,613
59.549
60^492
61,442
62,400
63,365
64,338
65,318
66,305
67,300
68,302
69.312
70,329
71,353
72,385
73,425
74,471
75,525
76,587
77,656
78,732
79,816
80,907
82,005
83,111
84,225
85,345
86,473
87,609
88,752
89,902
91,060
92,225
93,398
94,578
95,765
96,960
98,162
99,372
100.589
101,813
103,045
104.285
105,531
9.
yd..
109,316
110,592
111,876
113,167
114,465
115,771
117,085
118,405
119,733
121,069
122,412
123,762
55,942
56,856
57,778
58,707
59,643
60,587
61,538
62,496
63,462
64,436
65,416
66,404
67,400
68.403
69;413
70,431
71,456
72,489
73,529
74,576
75,631
76,693
77,763
78,840
79,924
81,016
82,116
83,222
84,336
85,458
86,587
87,723
88,867
90,018
91,176
92,342
93,516
94,696
95,884
97,080
98,283
99,493
100,711
101,936
103,169
104,409
105,656
106,911
108,173
109,443
110,720
112,004
113,296
114,5%
115,902
117,216
118,538
119,867
121,203
128,547
123,896
^MB.
TABLE Wo. XX li.
(continued. )
contents of prisms with square bakes.
. yd«.
183124,033
184 134,393
185 126,7591126,896
1
yd*.
104,169
125,529
186 138,133
187 129,515
188 130,904
189 132,300
19^133,704
135,115
136^33
137,959
194! 139,393
195:140,833
191
192
193
128,271
12I>,653
131,043
132,440
133,844
135,256
136,676
138,102
139,536
140,978
2
e. jit.
196i 142,281 142,427
197
196
199
200
143,737
145,200
146,670
148,148
143,883
145,347
146,818
148,296
124,305
125,665
127,033
128,409
129,792
131,182
132,580
133,985
135,388
136,818
138,^5
139,680
141,122
142,572
144,029
145,493
146,9(J5
148,445
3
yd*.
124,404
125,802
127,171
128,447
129,931
131,322
132,720
134,126
135,540
136,960
138,388
139,824
141,267
4
yd..
142,717 142,823
144,175
145,640
147,113
148,593
124,576
125,938
127,308
128,685
130,069
131,461
132,861
134,267
I35,68r
137,103
138,532
139,968
141,412
144,321
145,787
147,261
148,741
e. yd».
124,712
126,075
127,445
128,823
130,208
131,601
133,001
134,408
135,823
137,245
138,675
140,112
141,556
143,008
144,468
145,934
147,408
148,890|149,088
c. yid*.
126,212
127,583
128,961
130,347
131,741
133,141
134,549
135,966
137,388
138;818
140,256
141,701
143,164
144,614
146,081
147,556
•7
c. yda.
r24,984
126,348
127,720
129,100
130,486
131,880
133,282
134,691
136,107
137,531
138,962
140,400
141,846
143.300
144,760
146,228
147,704
149,187
• -8
c. yd..
125,120
126,485
127,858
129,238
130,625
132,030
133'422
134,832
136,249
137,673
139,105
140,545
141,991
143,445
144,907
146,376
147,852
149^
9.
e. yds.
125,256
126,622
127,996
129,373^
130,764
132,16a
133,563
134,973
136,391
137,816
139,249
140,689
142,136
143,591
145,053
146,523
148,000
149,484
'- "
.... . / 1 ; ■
".- >■"
y "
^v.-
/ • ■
:. . ', "
- v.r:. ,/,-->t ■-.•"*
N
• I
!"■ .'..',: ' '.
s-%-..
.■f '■
'«5-<- -*■-«• /pu^-£,-'^^-
97
TABLE No. XXIII.
SLOPE i TO 1.
Greater and le««er
areas.
1
2
3
4
5
6
7
8
9
10
11
13
14
15
16
17
18
19
20
21
22
23
24
26
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
0022
0044
0067
■0091
0114
0139
0164
0189
0215
0242
0269
0297
•0326
•0356
•0387
•0418
•0451
■0485
•0520
■0556
•0594
0633
■0674
•0716
•0760
•0806
•0855
•0905
•0959
•1015
•1074
■1136
■1202
■1272
•1347
•1426
•1512
•1603
•1701
•1807
•1922
•2047
•2184
2334
•2500
•2684
•2890
•3122
•3385
Dif.
11
12
12
12
12
12
13
13
13
14
14
15
15
15
16
16
17
18
18
19
20
20
21
22
23
24
25
•2
28
30
31
33
35
37
40
43
46
49
53
58
63
68
75
83
92
103
116
132
a
^22
0043
0064
■0085
0105
0125
■0145
•0164
•0184
•0203
•0222
■0240
•0259
■0277
•0295
•0314
•0332
•0349
■0367
■0385
■0403
■0420
•0438
■0455
■0473
■0490
•0508
•0525
■0543
■0560
•0578
•0595
•0613
•0631
•0648
■0666
■0684
■0702
0721
■0739
■0757
•0776
•0795
■0814
•0833
•0853
■0873
■0893
■0913
Dif.
10
11
10
10
10
10
10
10
10
10
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
10
10
10
10
10
10
10
A-a
0000
■0002
0004
■0006
■0010
■0014
•0019
•0026
0032
•0039
•0048
•0057
•0068
0079
•0091
■0105
•0120
0136
•0153
•0171
•0191
■0213
•0236
•0261
•0287
•0316
■0347
•0380
•0416
■0455
•0496
•0541
•0589
•0642
•0699
■0760
■0827
0901
•0981
1068
1165
1271
1389
1520
1667
1832
2018
2230
2472
Dif.
1
1
1
2;
2i
3
3
3
4
4
5i
51
6;
61
I
81
9:
91
12
12
13
14
A
18
19i
21|
22!
24
26,
28^
31
34
37
40
44
48
53
59
66
73
82I
93
106
121
Greater and lewer~
Horizontal dittancei.
5044
•5089
■5135
■5181
5229
•5277
•5327
•5378
•5430
•5484
•5538
5595
•5653
•5712
•5774
•5837
•5902
•5970
•6040
•6112
•6188
•6266
•6347
•6432
•6520
•6613
•6709
■6811
•6917
•7029
•7147
•7272
•7404
•7545
•7694
•7853
•80-23
•8205
•8402
•8614
•8844
•9094
•9368
•9668
■0000
•0368
■0780
•1244
1770
\
Dif.
23
23
23
24
21
25
26
26
27
27
28
29
30
31
32
33
34
35
36
37
39
41
43
44
47
48
51
53
56
59
63
66
71
75
80
85
91
99
106
115
125
137
150
166
184
206
232
263
y
•■^57
■4914
■4872
■4831
■4790
•4750
4711
•4672
•4633
•4595
•4557
•4520
•4483
•4446
•4409
•43T3
•4337
•4301
4266
•4230
•4195
•4160
•4125
•4090
4055
•4020
•3985
•3950
3915
3880
•3845
•3810
•3774
•3739
•3703
■3668
•3632
•3595
•3559
•3522
•3485
•3448
•3410
•3372
•3333
•3294
•3255
•3215
•3174
DiT
22
21
20
20
20
19
19
19
19
19
18
18
18
18
18
18
18
18
18
17
17
17
17
17
17
17
17
17
17
17
17
18
18
18
18
18
18
18
18
18
18
19
19
19
19
19
19
19
Y4-y
10001
10003
10007
10012
10019
10027
10038
10050
10063
10079
10095
10115
10136
10158
10183
10210
10239
1^0271
10306
10342
10383
10426
10472
1-0522
10575
10633
10694
10761
10832
10909
10992
11082
11178
11284
11397
11521
11655
11800
11961
1-2136
12329
1-2542
1-2778
13040
13333
13662I
14035
14459
1-4944|
Dif.
i
6
6
7
8
9
m
11
121
13
14
15
16
181
1
22;
23i
29|
31
34|
36)
39j
42
45
48'
531
571
62
67
73
81
88;
97
I07i
118,
131
147
165
187
217
243
Side
distances.
Great-
er.
■505
■509
•514
•519
•5-25
■531
■537
•543
•550
•55
•564
•572
■580
■589
■597
•607
•617
•628
•639
651
•663
•676
•690
•704
•720
•736
•753
•771
•791
■812
■834
■858
■883
•910
•939
•971
1005
1^041
1081
1125
1 172
1-224
1-281
1344
1414
1493
1-581
1-681
1-794
Lea-
ser.
496
492
■488
484
481
478
475
472
469
467
•464
462
460
■458
457
455
454
452
451
■460
449
449 22
448
448
447
447
447
44728
448 29
448 30
449 31
449 32
23
24
25
26
27
450
451
■452
453
45537
•456
•458
460
■462
464
466
469
471
474
477
481
484
38
39
40
41
42
43
44
46
46
47
48
49
Y
/\
:■ ■'
;i..
J
..Ok
TABLE No. XXIV
SLOPE 1 TO 1.
Gieater and leiaec
areas.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
■0089
•0181
•0277
•0376
•0479
•0587
•0700
•0818
•0941
•1070
•1206
•1350
•1501
•1661
•1830
.•2010
•2202
•2407
•2626
•2861
•3115
•3390
•3686
•4013
•4369
•4761
•5194
•5677
•6219
•6830
•7527
•8329
•9-262
10361
11679
1-3284
1-5289
1-7861
31286
2-6075
3-3252
45203
6-9091
14-0725
Dif.
0086
§01G9
''"lolOSio.
56
59
6-2
65
68
72
76
80
85
90|
961
A — a
Dif.
•*^-0476l^«
0M7!g
•0610!:^?
■ofs-i!:^*
•0750"^'^
■0814
■0877
0938.^
3-21
31
31
:io>
?gl226g
j(4l387';2
1?Z^143Q^^
149
163!
I78j,
I96i
217j,
242J
1439L-
1540^,
1590'
1639
1688
26
•25
25
1-251
-24
27ll.{S§-24
•^<^'l830;^i
•1877!.,^
1923j.1|
1969!r^
2014L„
2059!^
2104*^^
318
401
467
550
659
803
•1002
-1286
45tofinite.
«■
I
2149
-I7l3j|.^^
:S-2281
.^^12325
19441..^^
'■^^1-2456
1-2500
l-"*,'
22
i-22
22
'^
22
22
22
22
22
-0003
-0012
-00-281
•0019!
-0077|
-011-2
-01.531
■0202,'
•0-257
-0321
-03931
•0173
-0563
-0663
•0774
•0890
•103ll
-1I80!
•i:i45l
-15271
-1728!
•195l!
•2198
•247^
•27791
•3121
•3507
•39421
•44351
-5000
•5650
•frl06
-7293
Greater and lesser
Horizontal distanceit.
•8347
•9619
11180
1-3140
1-5668
1-9049
2-3794
30927
4^2834
6-6678
13-8-269
5
^
11
14
1
21
•24
28
32
36
40
45
50
55
61
68
75
82
91
101
111
123
137
153
171
193
218
247
282
325
378
4M
527
636
781
980
1264
1690
2373
3.566
5954
Dif.
10178
1-0362
lO.'wJ
1-0752
1-0959
1-1175
11400
1 1635
11882
1-2141
12413
1-2699
1-3002
1-3321
1-3660
1-4020
14404
1-4813
1-5-252'
157-23
16230
16779
1-7:^5
1 ■80-26
1-8737
10521
20388
21354
2-2437
2-3660
2-5051
2-6657
2-8523!
3-07-23
33357
3-6569
40577
4 5722
5-2572
6-2150
7-6503
q2Jl00406
5795 ii'^'^^
^'^^29-1450
infinite
D.
go -9828 33
q..]-9663^j
?9i:|^^
JSJI-9f%!25
^1-9049153
118!.2x^j69
123j.Q™qoi68i
129
136
J.
olf.
143
151
160
169
180
192
2051
219
236i
'8633; /;/.i
850l|^^i
-8247^1
-8124S
•8004!^§i
■7887?^
■7772'?2
7659|J
7548?^
7439|*
7332;
'226';
254!I^^;53
275
298
325
'**"59
7122 ^f
-7020r/,i
35<5i6919g^!
6434!j^
-6340j'|
-6247^11!
6154!^^!
-6063!?''!
1606,1^45:
5703!*^^
34-25it^ol44
5437**
5350
5-262
5175
5087
5OOO1
392
434
483
541
612
697
802
933
1100
1317
2004
2572!
4789
7176
1951
3888
1634
2-0006
20025
20055
2-0098
20154
2-0223
2-0306
204031
2-0515
2-0642!
20785
2-0946
2-1126
21326
2-154
21792
2-2062
2-2361!
2-2690!
2-3054|
2-3456|
2-39021
2-4396;
24945!
2-5557
2-62431
2-7013'
2-78831
2-8871
3-OOOOi
3-13011
, 3-28121
: 3-4586!
3-66951
3-9-239
4-2361
4-6280
5-1336
5-8097
6-7588
8-1853
105668
15-3356
Side
distances.
Great-
er.
Let-
ter.
•983
967
952
937
923
910
■897
•885
874
863
-853
44I29-6537J
linfinite
1-018
1-037
1-057
1078
1100
1124
1149
1175
1203
1-233
1-264
1-298-843
1-334 834
1-373-825
1-414-816
1-459-808
1-506 801
1-559-794
1-613-787
1-673-780
1-73W-774
1-810-768
1-888-762
1-973-757
2-067;-752
2-1721-748
2-288'-743
2-418;-739
2-5661-736
2-732'-732
2923-729
3- 1431-726
3 4011-7-23
370.5-720
4-072-718
4-5201,-716
5-081-714
580a^712
5 765-711
8-113 710
10
15
22
28
35
4^
49
56
64
72
81
90
100
111
123
135
150
165
18-2
201
223
217
275
306
343
385
435
494
565
651
756
8S7
•1055
•1272
•1561
•1960
2528
•3381
•4746
7^10137-709
^^ 13 511 -708
V^^ 30-261-708
^^^^ 40 5161-707
infin. '-707
^
lAi
TABLE No. XXY.
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TABLE No. XXVI.
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^•rilJ
. . Philadelphia and Reading Railroad Report. .riJ0.
BJEPORT OF THE PHlLADELrHIA AND READING RAILROAD COWANY.
To the Stockholders of the Philadelphia and Reading Railroad Company.
The finances of the company at the commeacement of the last yetr were
in a state of great embarrassment. ^
The first object of the managers was to raise a moderate sum of money,
on a temporary loan, to discharge a per centage of the pressing claims on
the company, and to pay cash for expenses and further construction. Tins
was done. The credit of the company was sensibly improved, and large
reductions were made in the prices of wages, and of materials used on the
road.
Owing to the fact that the shipments of coal had usually been discontinued
about the 1st of December, and not resumed until about the 1st of April fol-
lowing, the quantity of coal transported in the months of January and Feb-
ruary was small. In March a material improvement took place, and in
April the trade was only limited by the engines and cars, want of additional
track and turnouts, and Uie wharf accommodation then possessed by tl^e
company. * ' /rf
To provide these additional facilities for the increasing transportation, to
repay the temporary loan, and to continue the gradual discharge of pressing
claims on the company, a loan to the amount of $500,000 was obtained in
May last, on an issue of bonds secured by a mortgage, as authorized by the
stockholders 10th of June, 1836.
In July, o\ving to the additional machinery on the road, and the greater
efficiency of the track and wharves, the coal traffic was still further in-
creased, and since then has been rapidly enlarged, as the annexed statement
of transportation receipts will show.
Accompanying this is a report of the superintendant of transportation,
giving statements of the various expenditures in his department ; and also a
report of the engineer of the road, of the expense of repairs of track, bridges,
etc., and its present good condition, both of which exhibit a very satisfactory
state of efficiency of the road and of its moving power.
The experience of last year's operation on the road having so entirely
confirmed the opinion of the importance of an entire double track, and an
extension of the wharves at Richmond, a successful effort has been made to
accomplish this object by the negotiation of a loan to raise the sum of one
million of dollars, for which the managers have agreed to give the bonds of
the company, secured by a new mortgage, to be made payable in 1860 ; in-
terest at six per cent, per annum, and convertible into stock at the option of
the holder. Measures have been taken to complete the work at the earliest
possible period. When this is done, and an additional number of cars and
engines, which are also to be provided, are placed on the road, this great
work will be powerfully effective and capable of doing a largely increased
business : and it gives me pleasure to add, that I have found a strong desire
among the dealers in coal, produce and merchandize, to avail themselves of
the use of the road, if extended facilities are given them for transportation.
In the month of March last, a temporary mortgage as collateral security,
was executed to cover the amount of $212,635, which will be due in June,
1845, for the 450 coal cars and 12 locomotive engines furnished.
When the loan of May last was agreed on, it was deemed expedient and
proper by the managers to increase that mortgage to an amount which would
raise such further means as might be required to settle or pay off still more
of the floating debt, and enable the company to make such further improve-
ments on the road as were needed ; accordingly, the mortgage wa.s executed
to cover the issue of two hundred and twenty-five thousand pounds sterling
§3 Philadelphia and Reading Railroad Report.
bonds, aitd six hundred thousand dollars of dollar bonds, payable in 1860,
with interest at six per cent., and convertible into stock at the option of the
holder. Of these, there has been issued for sales and as collaterals,
Of sterling bonds, - . ' - • £157,000
Of dollar bonds, - - - - $251,500
leaving now on hand, in possession of the treasurer, £68,000 of sterling
bonds, and $348,500 of dollar bonds, for any purposes which may be required.
I submit herewith a statement of the liabilities of the company made by
S. Bradford, Esq., secretary and treasurer, which, having increased materi-
ally over that of last year, calls for the following explanations.
The critical position of the company in 1842, and the unfinished state of
the road, obliged the managers then to raise money at great sacrifices, for
which bonds have been issued the past year, according to their agreement.
The improvements on the road, and general extension of its capacity and
moving power, which has been going on through the whole of the past year,
have necessarily materially increased the items of " construction account,"
and " locomotive engines and cars." '.- •
The still large amount of" notes payable," notwithstanding the very con-
siderable sum paid this year in cash, is accounted for by a large portion of
the judgments represented in last year's ballance sheet and part of the loan
due in 1843, being this year merged into " notes payable," and by numerous
settlements with contractors, and for land damages, etc., which, till this year,
it has not been in the power of the company to make an adjustment of, now
largely reduced.
"The " bonds and mortgages on real estate" existed previous to the last
year. To represent the true cost of this property, the amount is now charged
on " real estate" account.
The "drafts payable" have been reduced from $102,170, on December 1,
1842, to $26,955, December 1, 1843, which will soon be liquidated.
I have to state that a settlement was effected in April last of the large
debt to the trustees of the bank of the United States, at a gain to the com-
pany, of $75,000.
The officers and agents of the company in their respective departments,
have fulfilled their duties in a manner which has been gratifying to me, and
1 trust that the general management of this important work the past year,
during which it has been raised from a position of great depression, to its
present effective state, will meet the approval of those interested in it
Very respectfully, ^^
January 3, 1844. John Cryder, President. *
To the President and Board of Managers of the Philadelphia and Redd-
ing Railroad Company.
Gentlemen — The following report of the operations on the road, during
the eleven months ending November, 30th, of the present year, of its busi-
ness and its machinery, is respectfully submitted.
The business of the road in its most important feature, the transportation
of coal, has been almost wholly dependant upon, and proportioned to, the
increase of track facilities, and of machinery, engines and cars, furnished
for that purpose, during the present year.
In the last report of the general superintendant, of December 31st, 1842,
there were on the road, at that date, 1130 coal cars, and 16 coal engines ;
these numbers have been increased to 1592 coal cars, during the months of
May and June of this year, and to 30 locomotive engines, adapted to hauling
coal, between the months of June and September, 1843.
■.-(■'L■:■^t..^:■.'-'
Philadelphia and Reading Railroad Report. W
Statement A will show in detail the force of machinery at present on the
road.
The quantity of coal hauled over the road to June 30th, before the ma-
chinery had been increased to its present force, and the track and wharves
made more effective, amounted to 62,099 tons; since which time, to the
present date, a period of five months, the coal tonnage has risen to 156,612
tons, making a total of 218,711 tons of coal transported to market during
the eleven calender months ending November 30th, 1843.
The efficiency of the road in passing, with expedition and safety, coal,
freight and passenger trains, moving in opposite directions, has been very
materially increased by the completion, in July last, of 10 miles of double
track, extending fiom Baumstown to one mile above Reading. ": -
Statement C exhibits in detail the expenses of the transportation department
of the road, and statement D, the apportionment of these expenses to the
several items of business on the road — coal, freight and passengers.
It will be observed, from the latter statement, that the actual cost of haul-
ing coal from the mines to the Delaware, including returning the empty cars
has been, during the year, but 46 cents per ton. This has been much
higher than may be calculated on for the future, for the following reasons :
1st. The inferior quality of construction of most of the coal cars built for
the company, owing, in a great measure, to the haste with which they were
constructed, causing an unnecessary frequency of accident from breaking
axles, etc., and a serious increase in their repairs.
2d. The comparatively small and uncertain business done in the early
part of the year, which consequently increased the cost of carriage per ton,
from engines failing to obtain trains from either end of the line, and running
in some cases with loads below their allotted compliments.
3d. From the expense, direct and indirect, attending the employment of
12 new engines, built by the Locks and Canals Co., each of these being
placed in the heavy business of the road, immediately on being put together,
and, on several occasions,- failing when on duty, from defective arrangements,
. and quality of some of the lighter gearing.
4th. From the short period, (the last three months only.) during which
. there has been employed a new system of working the road, by which the
maximum effect of all its machinery and track facilities was obtained, with
an evident economy resulting.
6th. The greater proportion of light six wheeled engines, in the first six
months of the year, compared with the whole number in the latter part ; the
former hauling lighter trains, and consequently increasing the cost per ton
. of coal.
Lastly. Tiie greater experience gained by the year's working of the road
and its machinery, pointing out where improvements or alterations may be
' made with advantage and economy, in either the general features or minute
detail^f the important work under your direction.
From the above considerations, it is confidently believed that the cost
of hauling coal per ton, during the ensuing year, 1844, will not exceed 40
.cents.
On a comparison, it is found that the receipts from passengers for the
present year, amount to but 77 per cent, of those of 1842. This falling off,
: however, has been materially checked by a reduction of the rates of fare,
which took place on July 24th last, since which date the receipts have in-
creased to 89 per cent, of the same period last year ; having been previous
lo that date only 69 per cent, of the receipts of that year.
The passenger fares now charged are f 2 50 and $2 00 for the 93 miles.
W.I -
9i> Philadelphia and Reading Railroad Report
A still greater increase of passenger travel and receipts may be confident-
ly anticipated during the ensuing year, and for the future, when the low
rates of fare now charged shall have become more extensively known and
circulated. ;.^
Alterations are now making on some of the light four wheeled passenger
engines, which will increase their speed by some three or four miles an hour
at a trifling expense ; which, when effected, will allow a more favorable
comparison with other well constructed roads in speed of passenger trains —
an important object to this road.
It may be stated, as a gratifying fact, that notwithstanding the very heavy
amount of tonnage passed over the road during the past eleven months,
56,554 passengers have been transported without the slightest personal in-
jury to any one.
By reference to statement A, it will be seen that the company own at
present 39 locomotive engines, built by the following makers : ^^
8 passenger and light freight engines, made by Braithwait & Miilncr, London.
12 coal engines, made by Locks and Canals Co., Lowell. ;,
.3 " " Eastwick & Harrison, Philadeljiiia.
2 « " Wm. Norris, PhUadelphia. V"*.
5 " . " Newcastle Manufacturing Co., Newcastle, DeL
'-• 3 «« . K Dottcrcr <& Co., Reading, Pa.
' r 6Kght" ' " M. W. Baldwin, Philadelphia.
1 four wheeled with vertical boiler to bum coal, nmde by Roes Winans, Baltimore.
All of which are at this date in good running order, or undergoing such
light repairs as to be ready for service on the road at two days notice, with
the exception of one of the new engines, now altering with a view of fully
testing the use of anthracite coal for fuel
Convenience and economy will both render the successful result of this
experiment most desirable, although several previous attempts to burn this
fuel with advantage have been attended with an expense and inconvenience
which, in some cases, deranged the business of the road.
The undersigned is aware of the importance of introducing this fuel upon
a road which depends mainly upon the coal trade and the coal region for
its support; but has been unwilling to expose the road, while working
smoothly and passing a heavy business over its single track, to that incon-
venience which has hitherto in most cases, on this as well as other roads, at-
tended such experiments.
It is hoped and believed that the attempt will eventually succeed, and ail
that skill, experience and ingenuity can suggest, will be done to effect this
most desirable object.
The tonnage of the last eleven months on the Reading railroad, with all
the disadvantages of a want of sufficient machinery early in the season, al-
ready exceeds that of any double or single track railroad in the country, and
it is believed, that of any single track railroad in the world. ^
It amounts, as per statement B, to 317,277 tons.
Although material reductions will be made, as before stated, in many items
of the expenses of the road, for the coming year, the undersigned may yet
solicit a comparison of the expenses of the department entrusted to his charge,
with those of other railroads, considered the best and most economically
managed'ln the eastern States.
It will be found that the average expense of ten of the most important of
these railroads is six per cent per mile over that of the Reading railroad,
while that of only three is le.ss — each with a tonnage supposed not more
than one-tenth of that of this road. -^ — ' ■ .^ «....=. j^.>.v*. - v,»a * .
.>«u*t- k^'^.^i^A.
Philadelphia and Reading Railroad Report, 8&
The average weight of loaded coal traint down the road during the past
eleven months^ including the cars, has been 299 tons, equal to 49 j\ car*
loaded with 3fJ- tons of coal each, or a nett weight of 161^8 tons (2340 lba.>
of coal to each train. The average weight of empty coal trains up the
road, for the same period, has been 121 tons, equal to 50 j^ empty coal car»
of 2 tons 2 cwt. each.
The gross expenses of the transportation department of the roed are ex-
hibited in detail in statement C. It is proper to state, that some portion of
these expenses were necessarily larger on the commencement of a business
of such magnitude, without the required facilities for carrying it on — -such
as turn-outs, track room, machihery and workshops, and supply of water to
water stations. A very considerable portion also of these expenses may be
considered permanent, and are but slightly increased by a business double or
treble that hitherto done jjn the road. Among the latter expenses mky be
enumerated the repairs of road-way, salaries of officers and agents, station-
ery and printing, hauling across Schuylkill bridge, wages of watchmen,
coal for offices and stations, wages of depot hands, in part, materials for de*
pots, water rents, etc.
The experience gained by those in charge of the several departments of
the road, will prove most valuable to its business for the future in decreasing
ks expenses and adding to its facilities.
The expenses for the coming year will show a omsiderable saving in
several important items, which may here be alluded to. All the brass cast-
kigs and coppersmith work of the line are now done at the company's work-
shops at Reading, under the superintendance of the foreman, of a much
better quality than were before purchased elsewhere, and with a saving of
two-fifths of the expense.
Babbit's patent friction nsetal has been introduced very successfully into
all the running gearing of the engines, as well as the car boxes, with a sa-
ving of friction, oil and wear and tear. Ray's patent spring is now used al-
together on the road, with a saving of one-fourth in weight and expense.
A considerable proportion of the repairs of coal cars was on account of
axles, mostly of inferior quality, breaking on the road. An arrangement
has been made with an eminent manufacturer of these important articles, by
which axles of a most superior quality are furnished at a trifling advance
upon those which have proved defective, with which the latter are replaced
when found necessary.
It is believed that gr^t advantages will result to the road by using sheet
iron coal cars, one of which is now building by the company. It will weigh
but 2J- tons, will carry 5 tons of coal, will last much longer, cost less for
repairs, and diminish the cost for carrying coal about 20 per cent., by the
greater proportion of useful to useless weight.
An economy is also anticipated in the use of steel axle journals and chilled
cast iron boxes, in the coal cars, by diminishing friction and the quantity of
grease required.
On reference to statements C and D, c^ the expenses of the road, it will
be seen that the sum paid the State for tolls and motive power, over the 3^
miles of their road, during the past eleven months, amounted to ^12,384 57.
To this must be added the expenses of hauling across the Schuylkill bridge,
and extra conductors, watchnien, etc., making a total of $13,670 07 for Uie
eleven months, or $14,912 80 per annum.
The cost of conveying a passenger from Pottsville to the junction with
the State railroad, 89^ miles, has been, during the past year, 38i^ cents, in-
cluding pay of engineer conductor, fireman, fuel, tallow, water, oil, repain
of engine, tender arid cars. . 0 ':; . : r . /
^K Philadelphia and Reading jtailroad Report.
The amount paid to the State on each of tliese same passengers, for use
of the 3^ miles of their road and motive power above, is 13^ cents, besides
the cost of hauling across the Schuylkill bridge.
The cost of hauling coal over this road, from tho junction of the Read-
ing railroad to Philadelphia, not including repairs of cars, is 14| cts. per ton.
In conclusion, it may be confidently stated, that the future prospects and
value of the noble improvement under your management is most encouraging.
It stretches from the most extensive anthracite coal region in the United
States, to its second city in population and importance.
The supply of the material constituting its chief dependence for tonnage
is inexhaustible, and is mined by a hardy, enterprising and rapidly increas-
ing population, and can pass to the Philadelphia market by no shorter or
more direct route than the Reading railroad.
In the carriage of its coal to tide water, it is assisted by the power of
gravity overacting in the required direction of the descending trade, through
a fall of 590 feet, and so spread over the 94 miles, that the power of the en-
gine in taking back its empty train, is no more taxed than when hauling the
previous train loaded over a level.
The length of the road allows neither more or less than one good day's
work per trip of 94 miles to all hands employed on the train, and therefore
secures a maximum of economy in the item of men's wages.
The article carried cannot be stolen, lost or destroyed ; and even in cases
of accident, it is taken and used by the company at cost price.
The valley of the Schuylkill, through which this railroad passes, is one
of the richest in the Slate in fertility of soil, mineral and agricultural pro-
ductions. Iron in every stage, from the ore to the bar, lime stone, grain,
flour and all the produce of the farm and the forest, are within reach along
its whole route, and, with the accompanying travel, contribute to its revenue.
Its ability to command and transport the whole of this trade will go on
increasing, since every year presents new improvements in the management
and machinery of railroads, tending to their economy and efficiency.
All which is respectfully submitted, by your obedient servant,
G. A. NicoLLs,
Sup. trans, mot. paiver and machinery Phil. Read, and Potts, railroad.
Reading, Pa., Nov. 30, 1843.
Statement A.
Amount of running machinery on the Philadelphia, Reading and Potts-
ville railroad, November 30<A, 1843.
1592 4 wheded coal care.
12 8 wheeled passenger care. < ... ••■t.;'icv '.
2 4 II n « .1 ^
6 4 " baggage "
20"inaU.
23 8 wheeled engines, from 11 to 13 3-4 tons
7 6" " " 10 1-2 to 12 1-2 "
8 4" "all 8 4-lff"
14 " for use of anthr. coal, wt. 10-43.
X9 in all. Above weights in running order.
169 4 wheeled truck freight care.
18" " "
16 4 " covered^ "
2 8" " . .,. «
a^liiaU.
Engines and cars contracted for, not yet de-
livered— 1 locomotive engine, of the heaviest
class, for Falls grade, from Newcastle Manu-
facturing co; 24 open freight car truck bodies
to be mounted as covered cars.
Statement B.
Of amount of business on the Philadelphia, Reading and Pottsville rail'
road,jor the first eleven months of 1843.
Total amount of coal transported in tons of 2240 lbs., 218,711
mdze. " " 2000 " 17,534
" tonnage for use road, earth, rails, stone, sills, pipes etc. 2000 lbs., 54,787
Totad tonnage of road, in tons of 2000 lbs., 317,277
i'J^ i^Civ 1^ ^-..'z^'.'jtJrli-S''; '/.^.•'i iiii-^M
PhiiadelpMa and Reading Railnad Report, 9$-
ToUl numfter of passengers transported, •■ • ^^ •■ - • 56,564
" " miles travelled by the same, - - r * -*'• - 2,457,439
Equal to, in through passengers over whole length of road, '>*r; • . = - 26,484
Oross receipts from passenger travel, - '~^r'''-it\"'.f^^''- .; • : $71,895 21
" " freight on merchandize, ' - V • :\ : ■ * 37,926 57
«' " "coal, - - ..;;/>.; ^ 278,84020
" " transportation of United States maO, '^ • ' - 5,500 00
•♦ " all otner sources, - - .v:-:-^^\^<i'^ - 156 51
/^'^/ 'V' S394,318 49
Deduct debts outstanding, djie company, Nov. 30th, 1843, /J; .i^L •';;:. 9,123 10
Nett receipts of road for 11 months, - - ^ • .irsi $385,195 39
'■-'■' '^^ ^:-r Statebient C.
Gtoss expenses of the transportation department for the first eleven months
of 1843.
RUNNING ACCOCNT. • .. . Ki' .
Wages of engineers, conductors, breakmen, etc., . - ' . - 34,449 2l •-f.
Fuel, 15,554 5-8 cords wood, - ... 36,18244
OU, 5,796 1-2 gallons, - - - .- •■ . - 4,375 81
Tallow and lai3, - - - ; V . !< - 2,008 72
Columbia railroaid expenses, amount paid State, - - 12,384 57 "li,
*' " hauling across Schuylkill bridge, 1,010 00 ., -^irr
Hauling cars in Broad street, - - ..» " " 884 84 . ■ ;jf/
Loading and unloading wood and freight, '■"'-'■ - 2,221 85 \v-2r
Renewals of articles for coal trjuns, ropes, lamps, etc^ - ; . . v, -* 1,108 64 ^ **>
Cotton waste, - - - - ""^ -^ ^^ '•* '
Goods damaged, stolen or lost, - - .•^ . *. ^^ 1^ .r
Coal broken on road, tild used by company, • ^ '« 698 28
Sundry small items, - - - ■ V - • - 1,227 73—97,029 37
WORKSHOP ACCOUNT. — [See Statement E and F.]
Wages of mechanics, at repairs, engines, cars, etc., - - 23,058 05
Bar iron, steel and other materials for do., ». ,. • - 9,828 68 .^ **
Iron and brass castings, and copper work, - ■ ,- V - 2,443 08 *
Timber for repairs, engines and cars, - .-.*, . ■ - i p.-,; 1,600 73 ■ . ' : ' '?
Coal for stationary engine and smith's fires, -.,;-'* 78644
Sundry small items, - - - i,»; -. 566 51— 38,283 4J
DEPOT ACCOUNT.
Wages of depot hands, pumping water (jJ4,460,) watchmen, etc. i.;:*r
f$l ,804 50,) cutting wood, tending freight, etc., - . - 18,650 3* • - ■• -^T
Bills of cutting wood, ... • 1,333 51
Coal for water stations and offices, 148 1-2 tons, .^ •► : -. it- 610 06 " -Sv
Water rents, - - - .'-::: <'^^-^^^ A 255 00 " ^'
Taxes on property and real estate, - ^ -.-.-■ - : ..,„■ ■^.,;*' 324 73
Sundry small items, materials, etc., - "• • .' . gQ^ g-y — ■ 21,781 65
OFPrCE AND SUPERINTENDANCB ACCOCNT.
Printing, advertising, stationary, furniture, articles for offices, & rent, 2,114 94
Fees of magistrates, law expenses, etc., ... 154 92
Salaries of alt officers, agents, and clerks in deportment, - 12,269 36 — 14,539 29
Gross cxpensffi of department for 11 months, - $171,633 73
: ,::v >;:: Statement D.
Nctt or actual expenses of the first eleven months of the year 1843. , ;.
Transportation of 218,711 tons of coal, from Pottsville and Schuylkill Haven
to Richmond, on the Delaware, and to junction with State road, at 46 cts., $100,607 06
Transportation of 26,424 passengers to junction State road at 38 7-lOthB cts., 10,226 flO
Transportation of 17,534 tons merchandize, between Pottsville, Reading and
other points, and State road, at 66 1-2 cents, ... 11,66011
•Transportation of sundry materials for use of road, including 40,484 tons of
earth, 1274 tons rails and iron for track, 8,031 tons sills and stone, 50 tons
pipe, and sundries, amounting to 54,787 tons, at 5 cents, - - 2,739 35
Saperintendance and salaries of all officers, agents and clerks, and coal a<Tent3
at depots, - - - - - " - 13,790 61
Expenses on Columbia railroad and in Broad street, -*'>-' y..^v•^*^••.■ 14,471 91
Wages of watchmen at depots, - - 'w; -,•--• 1,80450
Sundry repairs to, and materials furnished depots, - .^ , . . , 1,198 42
Making patterns, tools and sundries at workshops, - . "* ,. 1,500 51
Over, $157,995 56
«8
•w CSort -of TrKiTisportation on Canals, \
$164,549 30
S2,774 40 1
'.- "•'■ - 4>'
- 1,120 00
•-*". --;'■,
987 33 '.
234 26
370 63 .,Y,
- 353 33
701 15
- 200 00
343 33- 7,084 43
Brought up, S157,995 96
Additions and alteration^ of locomotive engines, as sandboxes, waterpipea, etc., %2 58
Alterations and additions to Reading worlwhops, ... 495 40
Making and fitting up niachinery for do., - . - . 559 93
Building and altcnng foitr wheeled into six wheeled tenders, - - 1,278 97
Office exp's, printing, stationary, atlvertising, furniture, coal, rents, materials, etc., 2,619 08
All other expenses not enumerated, taxes, etc., ... 634 84
Actual nett expenses.
Add for materials on hand as follows:
Wood, - - - - •^
Iiwi, cast and wrought, and steel, -
Iron and steel, made up, . . -
Wheels and axles, - - -
Engine and car fires, _ - -
Copper work, made up, - - -
Brass, lead, etc., - - - _ -
Bituminous coal, - I. - j^
Timber and lumber, - ' - *?;*■* - "
Gross expenses, - ' •
Statement E.
Repairs of locomotives, for the first eleven months of 1843.
Cost of all materials used, iron, steel, brass, etc.,
Wages of mechanics, . - . - -
Superintcndance, cal, tools, paints, etc, - - -
Equal to 4 2-10 cents for each ton of 2000 lbs., ...
DETAILS OP WORKING OP ABOVE ENGINES.
Total number of miles run by heavy coal and freight engines, »
Total number of miles run by light 4 wheeled passenger engines, - ,_ .
Total number huIcs run, - - - - -
do. do. tons hauled one mile, - - - .
Average gross weight of loaded coal trains down the road, exclusive of engine
and tender, in tons, ---...
Average gross weight of empty coal trains, up the road, as ebovc.
Average gross weight of passenger trains, in tcMis, ...
duantity of sperm oil us<xi by coal engines and tenders, per trips of 90 miles
with above trains, in quarts, .....
Quantity of sperm oil used by passenger train engines, per trips of 90 miles in qts^
Total number trips of passenger trains, - . - -
Statement F.
Repairs, and working of coal, freight and passenger cars, during the first
eleven months of 1843.
COAL AND FREIGHT CARS. .:" n-.-jj'.' :-...?
Cost of all materials, iron, stccJ, brass, etc., - • . $2,617 12
" timber and lumber, ..... 1^386 89
Wages of mechanics, - - . - » ^ 9,013 55
__ $171,633 73
- $2,208 71
9.804 90
- 1,210 62
$13,224 23
313,392
%
79,800
393,193
59,797,126
299
131
9S
399
269
667
Superintendanoe, oil, tools, paint, etc..
Total cost, - . . -
Or 4 1-2 cents per ton of 2000 lbs.
Number gallons oil used by freight and coal cars, >
do. lbs. tallow 'do. do.
PASSENGER CAR8.
<>>st of all iron, timber and materials.
Wages of mechanics, ...
Sundry charges, glass, paint, varnish, etc., •
Total cost, ....
Equal to 3 cents per each through passenger.
Number gallons oil used by passenger cars,
Number pounds tallow used by do.
1,301 74
•14,319 30
: - 1,530
29,133
$243 28
- 559 16
100 30
$902 7«
For the American Railroad Journal and M«ciuuiici' MsKaciiM.
COST OF TRANSPORTATION ON CANALS. BY W. R.
25
1.053
CASEY, CIVIL ENGINEER.
The great object of canals and railways is to reduce the cost of transpor»
tation to the lowest practicable limits which yield a reasonable income on
^"A .a'i ^ -r-.
Cost of Transportation on Canats. 9^
the capital invested in their construction. A correct understanding of the
rates of toll requisite to insure this fair retura is, therefore, of vital impoi-
tanca It is not strange that great difference of opinion should prevail as to
the cost of transportation on railways, for the only road in the country built
for the accommodation of a large business ia freight, has been but a fe\r
months in full operation. Still its friends and foes have ventured to prophecy
its success and ruin with the utmost confidence.
It is however strange that an equal difference of opinion prevails as to the
cost of transportation on canals. The president of the Schuylkill navigation
company states, *
" In the past season the whole charge for carrying coal upon the SchuylkiM naviga-
tion, including freight and toll, ha.s been less than one cent and a quarter per ton per
mile, and it may be materially reduced hereafter."
From this we may conclude that he looks forward to a total charge of one
cent per ton per mile, the toll being Mie-half cent per ton per mile. At this
rate the Erie canal would be a complete failure, and the Delaware and Hud-
son canal requires eight mills per ton per mile, nett profit, to pay a reasonable
dividend. The Schuylkill canal must, therefore, have advantages of which
we in New York know nothing, having always considered the Erie canal
as not only unsurpassed but unrivalled by any similar work in its favorable
location, small cost, moderate lockage^ immense business, and, more Ifaiuk
all, its rigorous monopoly.
The Erie canal is 363 miles long, has 698 feet lockage, cost to this time
at least $10,000,000 ; ordinary expenses about $1,000 per mik per »npuin,
and with extraordinary repairs and renewals about $500,000 per annum.
In 1840, there moved on the canal 829,960 tons, the income was (less
$58,458 87 for passengers) $1,478,141 62=$1-781 per ton. The average
movement in 1839 was determined with precision, and was 154 miles. The
freight that year was 848,007 tons. (Assembly doc. 1840, No. 306, p. 38.)
Now $1'781^-154=$00115 per mile per ton of 2000 Jbs.= 01288 per 2240
lbs. per mile=more than 150 per cent, advance on the charges of the Schuyl-
kill canal.
^^ ' Again, 829,960x-2-=*639,069 20
■.-.i^-r^': Less ordinary expenses, 363
*.7-
■.#^^1-:
Leaving for renewals and interest, $276,069 20 ^ ■ v;' V *"
or 25- per cent, on the low estimate of $10,000,000. This is however talcing
the ton at 2000 lbs., but the reader will probably consider the "reductio ad
absurdum" carried far enough.
In the elaborate report above alluded to, in which every thing connected
with the Erie canal is tinted " couleur de rose," it is said, (p. 39,) *^ •
" The actual cost of transporting a ton on the present canal, including eveiy species
of expense, except tolls to the State, ia, on the average, nine mills per mile.
It is not stated whether this includes the profits of the forwarder, but it is
less than the average charge of last year, which was at least \\\ mills per
90
Cost of Transportation on CaTUils,
mile per 3240 lbs. for flour, the favorite cheap down freight on the Erie canal.
But, neglecting this, we have cost of transportation,
• 009 > _ k 0205 per 3000 lbs per mile, total average
add toll, -0115^ ^ charge at this time.
. The 35 or 30 millions to be expended in the enlargement will, as its
friends '• fondly hope," reduce the cost of transportation one-half;
Ldd U)\\ 0115 ( " 1 ^^^'^ P®'" ^°^ °^ ^^^ ^^- P^'' "^^^®' ' '
or 01792 per ton of 2240 lbs. This is the lowest estimate of the most
sanguine friends of canals in this State, it anticipates an increase of business
boundless as the west, and a firm continuance of the State monopoly.
;. The Delaware and Hudson caaal is 108 miles long, and brought down
in 1842, 205,253 tons of coal, at a cost of $274,020 46, exclusive of toll.
This is at the rate of $1 335 per ton of (I suppose) 2240 lbs., or 01334 per
ton per mile. The statement of the company is annexed, and it will be seen
that they receive very nearly 2^ cents per ton per mile for the entire distance
of 108 miles of canal, and 16 miles of railway. The " nett profit of the
year is $196,051 51, being over ten per cent on the capital stock of the
company." The cost of the works is not given, but as they owe the State
$800,000, on which they pay a low rate of interest, it must be about $2,-
600,000, so that the Delaware and Hudson canal pays 7^ per cent, on its
cost, at the above rates and with the above business
Statement of the expenses of the Delatcare and Hudson Canal Co. for 1842.
To coal on hand, 1st March,
Mining coal,
«104,870 00
107,6eS 99
" Railroad transportation aiid repairs, 115,755 85
" Freight of coal to Rondout, 274,020 46
" Canal repairs ami superintendance, 77,078 91
)*' Labor and expenses at Rondoat, 21,793 69
" Interest on Stale stock, 3S.500 00
" " Company ioan, 4,620 09
" Salaries, current expenses, rents, etc., 23,227 63
Balance, 196,051 51
By sales of coal,
" Canal and railroad tolls,
" Interest received,
" C«al on haad.
•781,169 a
33,894 S3
23,846 74
134,601 60
March 1, Via.
V'« •
«9t>3^2&l
■'• ■••*:•
By balance,
•963,602 0(
< 196,061 61
Flour has been for many years carried from Albany to New York for
12^ cents per barrel, or 8f mills per ton per mile. It is now carried for 10
cents, or 7 mills per ton per mile. Were the distance reduced from 150 to
108 miles, the cost could scarcely be less than 7^ mills, or 50 per cent, more
than the forwarders on the Schuylkill canal are to receive according to Mr.
S- W. Roberts, the president of the Schuylkill navigation company, and, I
presume, the well known engineer of that name. On the Hudson they
have also a vast quantity of up freight paying one to two cents per ton per
mile; besides crowds of emigrants.
. I confess my inability to comprehend that the Schuylkill canal should in
any way rival the Hudson — as for exceeding it, a highly respectable miracle
will be required to enable me even to entertain the proposition. It will be
fortunate indeed if the present rivalry between the canal and the railway
does not terminate in a case more appropriately falling within the jurisdic-
(
■ Report of the Schuylkill Navigation Company. 91
tion of the patron saint of Pennsylvania — the Rev. Sidney Smith — than
within the province of the engineer.
A variety of minor considerations may be advanced which would make
the case of the Schuylkill canal appear a little better ; the same may be
said, and to a greater extent, of the Erie canal. To these I may allude ki
another number of the Journal. .. ^i, - ;. ..:, ..-^> ,-<;.;. - _. :^ ■
iVejr YorZ; MarcA, 1844. --t - ' .:. Zi-^!^-
REPORT OF THE SCHUYLKILL NAVIGATION COMPANY TO THE STOCKHOLDERS,
(Continued from page .51.)
Originally a depth of three feet was aimed at, in constructing the canals
and pools ; but has since been increased to four feet, and, in many places, to
much more ; but the shallowest parts must of course limit the capacity of
the navigation. During the past season, the levels have' been kept full, and
one boat, No. 169, called the '• President," came dawn: drawing 49 inches
of water, and carrying 71 tons, 9 cwt. of eoal.
In these days of keen competition in the coal trade, it is a matter of groat
interest to reduce the freights ias much as possible, and this may most easily
be effected by increasing the loads. An enlargement of the canals and of
the locks would bo attended with great expense, and would require boats of
diflferent dimensions from those now in use. The question of accomplishing
the same end by a more simple and less expensive process, thus acquires
additional importance.
It has been found by careful experiments made this season upon boats in
use, that a good boat, when drawing 46 inches water, will carry 66 tons ;
and that every additional half inch displaces one ton of water, or adds one
ton to the boat's capacity of carrying. So that when the boat draws seren
inches more, making 53 inches, or 4 feet 5 inches, it will carry 14 tons more,
making 80 tons ; and, in the same proportion, a draught of 5 feet 3 inches,
will carry 100 tons, which has been verified by actual experiment with the
■■boat " Wm. P. Cox," No. 472, which, having brought 64 tons of coal to
Philadelphia, was loaded to 100 tons, with the above draught of water, and
carried her p.rgo to New York.
Seventy cents per ton is found to be a fair price for freight from Pottsville
to Philadelphia, with a boat carrying 60 tons and a steady trade. Suppose
the shallow parts of the navigation to be deepened a few inches, and the boat
thus enabled to carry 80 tons. This gives an addition of one-third to the ton-
nage, and reduces the freight per ton in nearly a corresponding proportion,
for the boat requires no more force to manage it. Another advantage is a
diminution of the number of lockages, and consequent economy of water for
a given amount of freight. The same reasoning will apply to a greater hi-
crease of depth and tonnage, and it will no doubt ultimately be accomplished ;
but the mark of 80 tons seems to be attainable without any large expendi-
ture, and with many of the boats now upon the line; and any increase in
the column of water, in the shallow piirts of the canal, will be an advantage
to every boat, by diminishing the resistance to its motion.
With a view to obtain correct information in reference to the subject of
'deepening the navigation, the managers have directed the line to be exam-
ined and sounded throughout its length, which is now in progress.
In the past season, the whole charge for carrying coal upon the Schuyl-
kill navigation, including freight and toll, has been less than one cent and a
'<}uarter per ton per mile, and it may be materially reduced hereafter.
Let us now compare this charge with the expense of railway transporta-
■■■> e^ . .'j.'i .
.I-..
Report of the Schuflkill Navigation Company.
tion as ascertained from the experience of a series of years, in England,
where wages, fael and iron are cheap, and where there is iatense competition
between the different coal districts.
An eminent Eno-lish eaai-ineer, by whom several important railways have
been constructed, Charles B. Vignoles, professor of civil engineering ia the
London University, has recently given to the public the following results :
" The cost of carrying coals, at very moderate velocities, on the great colliery railways,
is about one penny (equal to twu cents) per ton, which may be dinded into the fullowin{
beads, viz :
EXFIENSB OP TRANSPORT OT COAL.
Decimals of a penny.
Locometive power, » • » -38
,.. : WaeonB, - ^-^y- ^.,,? ,;:^/' ^,; .^A^ ^;' - • .v^- ?»-- '19
" ■ Conducting tratfir, - - - -08
Maintenance of railway, - - ' ■•" -Si
General cxjienses, including local taxes, -. - '14
Per ton of coal per mile, - - 1-00 or 2 els.
" The proportion of the oweight of the coal to the gross load carried being as 3 to
5. The expense of carrying goods on the Liverpool and Manchester railway, taken on
the average of seven years' trathc, appears to be about two and a half pence (equal to fiw
cents) per ton per miie."
This however includes half a penny for the expense of collecting and de-
livering the goods.
The general results of English experience are thus tabulated ; and we
may remark, that they agree very nearly with the calculations of the cost
of transportation on a number of American railroads, as given by Mr. C.
Ellet, Jr., eivil engineer, in his interesting essays on that subject
"expense of railway transport per mile.
Passengers, at high velocities, - - Id. (or 2 cents) each.
Coal, at very moderate speed, - - Id. (or 2 centsj per ton.
Merchandize, at 15 mik« an hour, - - 2d. (or 4 cents) per ton."
Thus the expense of carrying merchandize, at 15 miles per hour, is twice
that of coal, at about 5 miles per hour ; half of which difference is due to the
increased velocity. So that to carry coal, at 15 miles per hour, would coet
three half pence, or three cents, per ton per mile, without including anything
for interest or profits. {See Mr. Vignoles' sixteenth lecture reprinted in the
Journal of the Franklin Institute for December, 1843.] In^other place,
Mr. Vignoles has observed, that he thought the proper railway charge should
be double the cost for working; which, for transportation, at 15 miles per
hour, would make the charge six cents per ton per mile, or nearly five times
the present charge for carrying coal upon the Schuylkill navigation.
The spendthrift and prodigal policy, sometimes pursued upon railroads,
soon after their first construction, of carrying heavy freight at high veloci-
ties and at low prices, less by far than sufficient to keep up the business, soon
defeats its own object, and comes to a speedy end, when the ability to accu-
raulate indebtedness no longer exists. With the weight of the load, and the
rate of the speed, the wear and tear increase in a constantly increasing ratio,
until the road itself, and its costly machinery and carriages are found to be
involved in a common destruction. Though this conclusion may not at first
be strikingly apparent, it is just as certain as the effect of over exertion and
high excitement upon the human constitution, and much more speedy in its
result ; for a railroad, unlike the human frame, has nothing recuperative in
its nature.
Nearly one half of the Schuylkill navigation is constructed in the river,
deepened and improved by art, and the gentle current being in the direction
of the heavy descending grade greatly facilitates its transportation ; so that
tlie river may be considered as a moving road, the surface of which is con-
Baldtoin and Whittle^ s Six Driver LoeoiHotitfe.
ttantly renewed by the bounty of Providence, in sending the early and the
latter rain.
It is usual for eminent success to induce attempts at competition, and a por-
tion of the iucrezising trade of the valley of the Schuylkill may for a time be
diverted from its natural channel, but -your president and managers are fully
convinced, that no land carriage can long compete with such a water com-
r munication in carrying freight ; and, believing that a judicious and firm ad-
ministration of your affairs must lead to ultimate results which will both
. gratify your hopes, and justify their expectations, they have deemed it due to
you to embrace a wider range than usual in this annual report, so as to give
m some degree the grounds of their unshaken confidence in the intrinsic
value of your noble work, from which you may draw your own conclusions.
All which is respectfully submitted,
,^ Solomon W. Roberts.
,^,x January 1, 1844. PresidetU..
For the Ameriean Railroacl Journal and Mechanics' Maf^zine. ^.v'
BALDVVTN AND WHrTNEY's SIX DRrVER LOCOMOTIVE.
Among the numerous improvements which have of late years conspired
to elevate the railroad system to the high degree of advancement by which
it is at this time characterized, there is perhaps none more calculated to se-
cure to its projectors the award of well merited praise for ingenuity — and to
the public a most essential benefit in the provision of an efficient basis for
the reduction of railway fares, than the six driver locomotive engine recently
designed and constructed by those enterprizing machinists, Messrs. Baldwin
and Whitney, of Philadelphia.
To the character for skill and perfection of workmanship, which these
gentlemen have so deservedly maintained, by the construction of engines of
■ an excellence of finish, a symmetry of proportion, and a judicious adjustment
of parts, unsurpassed by those of any other manufacturers in the world, they
have now added that of bold but successful innovators, in presenting us with
a machine designed on principles, the application of which to railway pur-
poses is entirely new ; and which, we may confidently assert, secure to the
< system a moter at once more powerful, and less injurious to the road, than
any other which has hitherto been introduced.
This engine may justly be regarded as revolutionizing the railway system,
at least so far as relates to its application to the roads of our interior, or of
other sections where the conunand of pecuniary resources is comparatively
restricted, and where railways must necessarily either be constructed with
less regard to strength than those of more wealthy sections, or not constructed
at all.
The ability to avail ourselves of the total amount of adhesion due to the
weight of the engine, and at the same time to introduce moife than four driv-
ing wheels, in order to distribute the weight among a number of points of
contact with the rails sufficient to avoid injury from either abrasion, or too
great strain upon a single point, has long been considered as a desideratum
of paramount importance.
For some years past, many eminent machinists have been engaged in ca-
94 Baldwin and Whifney^s Six Driver Locomotive.
deavoring to devise means for reducing the problem to a form that should
be practically available ; but with the exception of the machine of Messrs.
Baldwin and Whitney, their attempts must be regarded as in a great measure
abortive. The efTorts of these gentlemen have at last been rendered success-
ful by means of a happy application of the principle of the ordinary parallel
ruler, by which they secure the constant parallelism of all the axles, and at
the same time allow the wheels to adjust themselves, to a considerable extent,
to the various curvatures of the road.
The connecting rods are furnished with ball and socket joints, which ad-
mit of motion in every direction without strain.
Careful experiments made upon one of our northern railways, for the
purpose of testing the comparative merits of these engines, and of others in
common use, have shown conclusively that the former experience less resist-
ance from friction upon curves than the latter, thus placing at rest one of
the most formidable objections that had been advanced against the six driver
engines.
■ A careful account was kept of these experiments, and I am pleased to
learn that the results are in the hands of a member of the profession, under
whose supervision they were conducted ; one eminently qualified for the task,
and who will probably arrange and prepare them for publication in the Rail-
road Journal.
<< When the merits of Messrs. Baldwin and Whitney's engine become nrare
generally known, I have little doubt but that it will in a great measure su-
percede all others of prior construction, especially for the carriage of freight
The number of drivers is by no means limited to six, but may be increased
to eight or more if required.
"■ It would be difficult to convey a very correct idea of the details of con-
struction which constitute the peculiarities of this engine, without the use of
drawings, which I have it not in my power to furnish at this moment, but
which I may prepare to accompany a more specific paper on the subject in
a future number of the Journal. The more immediate object of this com-
munication is to direct the attention of railway companies, especially those
whose roads are not of the most permanent construction, to a machine emin-
ently adapted to their purposes, inasmuch as it obviates that most formidable
source of injury, and consequent expense, the too great weight borne upon
each driver of the ordinary engines.
.. . ^ . - .-. John C. Trautwink;
\Ve have frequently heard the improved engine of Messrs. Baldwin and
Whitney spoken of by ^experienced engineers in very favorable terms, and
have made quite an effort to obtain an accurate description of it, as well as
a detailed account of its performance on the western railroad last fall, but
have been unsuccessful in both ; yet, we hope soon to receive from the gen-
tleman who has the minutes of these experiments, a full report of its work,
in comparison with other engines worked at the same time j and we now .
Engineers^ and Mechanics^ Pocket Book. — Railroad Reports.
96
call on the writer of the above comnmnlcation, who is familiar with the im-
provements, and fully competent to the task, to furnish us with a description*
accompanied by illustrations, of the engine ; that the numerous railroad
companies in this country and Europe may, through this Journal, be informed
of its excellence ; and the ingenious manufacturers — whose modesty ap-
pears to exceed if possible their skill as machinists — ^may receive a remu-
neration equal to their deserts ; and the travelling community derive the ad-
vantage which is sure to result from reduced fares. We trust that we shall
soon hear from the gentleman referred to, and also from Mr. Trautwine
again. — {^Eds. Railroad Journal.)
ENGINEEKS' AND MECHANICS' POCKET BOOK. BY CHARLES H. HASWELL, CHIEF
ENGINEER, U. S. NAVY.
We cordially recommend this little work to the notice of the profession,
as containing, within the same space, more information likely to be useful —
and that information, too, more skillfully arranged — than any similar work
with which we are acquainted. It is beautifully as well as conveniently got
up, contains 264 pages of matter well condensed, with only half a dozen
blank leaves at the end, in place of being little more than a memorandum
book for the year, as is the case with some of the English works of this
description.
The tables are numerous and elaborate, comprehending very extensive
ones of weights and measures, foreign as well as domestic ; of areas, squares
and cubes, natural sines and tangents, specific gravity, strength of materials,
flow of water through pipes, weights of bar and sheet iron per Ibeal and
square foot, etc. We understand that many of the tables and formulas have
been 're-calculated by Mr. Has well, who has spared no pains to combine
accuracy with condensation — the g^eat aim in such works.
To the civil engineer, when away from his books, it will prove an invalu>
able companion ; and here we will venture to suggest to Mr. Haswell, that
a table of natural sines and tangents to minutes, would have added material-
ly to the value of his manual to the railway engineer, for yre do not remem-
ber to have ever seen such tables in pocket form. Hassler's tables give the
natural sines and cosines only, and they can hardly bej. called a " pocket
book." A table to fifleen minutes will, however, be often useful, and per-
haps it did not fall within the scope of his project, to devote a dozen pages
more to this purpose. We repeat that nowhere have we seen so near an ap-
proximation to what an " Engineers' and Mechanics' Pocket Book" should
be, as this little work of Mr. Haswell's. - . '-^^
K^ - RAILROAD REPORTS. V?- ; ■ • ■* > ii ''^^^ <
', We are indebted — not to the managers, but — to a friend, for the eighth
annual report, for 1843, of the directors of the Western railroad company.
It came to hand too late for use in this number— ^ut we refer to it for the
purpose of saying to the managers of the various railroad companies, that
we believe they would promote their own, quite as much as our interest, by
|5
';'. ;■:.'<■
>:.. i-<':.- r : -y^..^-,
96
■-''a tofcV.V. i-"^ '
Items. i'^''r'^i^^..\tl. \tk>*: •■ ;.t>^-! 'i '^Jt'
sending always to the Railroad Journal one of the first, copies of their re-
ports when published. , Have the other Massachusetts companies made their
annual reports yet? If yea — where are they?
We find in " The Civil Engineer and Architect's Journal," for January 13th last, tha
following statements*, in relation to the use of wrought and cast iron for bridges. The
wrought iron bridges are after the plan of " the wooden lattice bridges of America;" the
origin of which style, the editor claims for " the late Mr. Smart of Westminister wharf,
Lambeth." Possibly this may be the fact — but if so, the Americans have probably made
some important improvement upon the original. Will those interested in the subject in
this country give up their claim — or will they furnish us their statement for publication 1
We should like to publish an accurrate account of their origin in this country, but must
rely upon those who posses the facts to furnish them.
The following papers were read before the Institution of Civil Engineers — January 9th,
1844.
♦ By Capt. W. S. Moorsom, Assoc. Inst. C. E., descriptive of a cast iron bridge over the
Avon, near Tewkesbury, on the line of the Birmingham and Gloucester railway. The
principal novelty of this work, which was proposed, and its execution superintended by
Mr. Ward, of Falmouth, is the mode of constructing the two piers, which were externally
of cast iron in the form of caissons, each weighing about 28 tons ; the plates composing
each caisson were put together on a {^atfbrm erected upon piles over the site of the pier,
the bottom of the nver l«ing levelled by a scoop dredger, the caisson was lowered, and
some clay being thrown around the exterior, a joint was formed so nearly water tight, that
two small pumps drained it in six hours. The foundation being thus excavated to the re-
quisite depth, tne caisson, which sank as the excavation proceeded, was filled with concrete
and masonry ; cap plates were then fixed for supporting eight pillars with an entablature,
to which was attached one end of the segmental arches 57 feet span, with a versed sine of
5 feet 2 inches. There were three of these arches, each formed of six ribs of cast iron, and
two such piers as have been described, the land abutments being of stone work joining the
embankment of the railway. It was stated that this mode of construction was found to be
more economical in that pecuUa« situation than the usual methed of fixing timber cofier-
dams, and building the piers within them ; the total cost of the bridge being only £10,192,
and the navigation of the river was not interrupted during the progress of flie work. The
paper was illustrated by eighteen remarkably well executed drawings by Mr. Butterton.
"f A paper by Mr. G. W- Hemans, Grad. Inst. C. E., descriptive of a wrought iron lattice
bridge erected across th^line of the Dublin and Drogheda railway was then read. This
bridge, which in construction is similar to the wooden lattice bridges of America,* only sub-
stituting wrought iron for timl>er, is situated about three miles irom Dublin over an exca-
vation of 36 feet in depth ; its span is 84 feet in the clear, and the two lattice beams are set
parallel to each other, resting at either end on plain stone abutments built in the slope.
These beams are 10 feet in depth, and are form«l by a series of flat iron bars 2 1-2 inches
wide by 3-8 inches thick crossing one another at an angle of 45 degrees ; at 5 feet 6 inches
above the bottom edge, transverse bearers of angle iron are fixed similar to those now
used for suj^rting the decks of iron steam vessels, and upon those the planking for the
roadway is fastened. The account of the mode of construction, and of^the raising and
fixing the lattice beams, by Messrs. Perry, of Dublin, the contractors, was given in detail,
and tne author stated that, although it was expected that considferable deflection would oc-
cur, which was provided for by forming the beams with a curve of 12 inches in the centre \
they did not sink at all even when heavy weights passed over them. The total cost of tho
structure, including the masonry of the abutments was £510. It was stated that this
bridge had been erected by Mr. Macneill, M. Inst. C. E., in order to test the soundness of
this Icind of structure before he appUed it in a bridge of 240 feet span to carry the Dublin
and Drogheda raUway over a canaJ.
* The orietnal inventor of the lattice bridge, was the late Mr. Smart, of Westmininter bridge wfiarf,
Lambeth, who many years since took out letters patent for the principle. — (Ed. C. E. & A. Journal.)
' CONTENTS: ~
" Page. Page. :
Tables^nhical qtiantitiea, 65 Baldwin & Whitney's six driver locomotive, 93
Ptuladelpliia and Reading railroad report, 81 Eoeineers' and Mechanics' Pocket Book, 96
Cost of tr.iTisportalion on canals, 88 Railroad Report, 96
R«port of the Schuylkill navigation — continued, 91 Items, . 90
^^Piife; - ^:■'■i!l:
>.■
AMERICAN ■ V«*«-^>.^*««^
RAILROAD JOURNAL,
MECHANICS' MAGAZINE, '-'-'^m:^
Published Monthly at 23 Chambers-st. New Vork, ) k By GEO. C. SCHAEFFER, and
at ^2 a-year, in advance, or 3 copies for 9o. \ J D. K. MINOR, Editors. j
No. 4, Vol. 2. i APPTT lft±l ^ ^vi* xvn^ ''
""-kih^J- \ APRIL, 1844. S'
For the American Railroad Jonrnal and Mechanics' Magazine.
COST OF TRANSPORTATION ON RAILROADS. BY CHARLES ELLET, JR., C. E.
(Continued from page 8.)
Wear of Iron Rails. — It was not my intention to deviate from the course
which I had marked out as proper to be observed in the discussion and de-
velopment of the important subject which I have attempted to exhibit, for the
purpose of disposing of collateral points, or of refuting any objections that
might be urged against my argument But the matter presented in the De-
cember number of the Journal is of such deep interest to all concerned in the
railroad cause, that I have been compelled to make frequent oral explanations
and estimates, which could be more advantageously and more appropriately
offered in their place in these articles. I propose, therefore, to recur briefly
in the present paper, to the momentous question of the probable durability of
the iron rails, and the pecuniary loss consequent on their destruction, for the
purpose of presenting facts which it was my wish to postpone to a later
period.
It is as impossible as it would be dishonest to attempt to promote the cause
of internal improvement, or any division of that cause, by deceptive estimates
or the expression of extravagant hopes. It is the duty of the engineer, as
well as of the statesman, to look at things as they are, at this great system
as it is. He must first recognize the weaker points before he can hope to
fortify them. If companies or their officers, fail to estimate their expenses
truly, they will inevitably fail also in their great objects ; and instead of
bringing blessings and prosperity into the country, public improvements will
continue ta be, as they have hitherto frequently been, the bearers of private
rain and public dishonor.
The prevailing fault of nearly all writers on railroad policy is that of
yielding up their judgment to the dictation of their wishes, and exhibiting the
facts as all desire them to be, and not as we find them. Hence the proverbial
errors of companies and their agents, in undervaluing the first cost of their
work ; in over estimating its business, and underrating the cost of its main-
tenance. Their opinions are but the picture of their hopes, and rarely de-
ductions from an extensive and systematic investigation, and a wide experieoce.
.'•,iu^:iiisij^iiLii^M'2,:. .
M Cost of 'TransporfdHon on Rditrodds.
. But we are now in pursuit of truth and shall endeavor to avoid this error.
The railroad system is new. It is not yet twenty-five years since the lo-
comotive engine has been used with any decided success, and it is not fifteen
years since its first employment on lines of general and extensive intercourse.
We have, nevertheless, much experience of the wear of iron rails ; for a
heavy trade — a trade vastly inferior to that of some of the canals of this
country — is sufficient to produce great and obvious efieets in a very brief
space of time.
We cannot seek this experience, however, on the great railways recently
finished in England. These carry but little freight. Their business is
nearly confined to the conveyance of passengers ; and though they really
transport many tons of parcels and costly merchandize, and make a consid-
erable show of business, the actual tonnage, compared with that of some of
our important canals, is insignificant. Indeed, the public have not yet be-
come accustomed to compare the actual weight of the trade which is trans-
mitted along existing lines of railroads, and that which passes noiselessly
through the old canals, and there are consequently few who have yet formed
a just conception of their relative magnitudes.
The London and Birmingham railway has already cost about $30,000,-
000 ; and was graded with a view to the heaviest traffic ; but the speed and
accommodation which it ofiers are but slight compensation for the price of
carriage at w.hich they must be purchased. With all the labor bestowed
upon this work ; with all the outlay encountered to reduce the cost of trans-
portation— the annual nett tonnage upon it is not greater than Jlvt or tix
weeki trade of the Schuylkill navigation.
, The Great Western road has cost some $32,000,000. The nett tonnage
upon this line is still less than that upon the London and Birmingham. It
does not reach 120,000 through tons per annum.
But the traffic upon these works, light as the tonnage is, has been suf-
ficient, at the high velocity permitted, to produce great destruction.
The former commenced with two tracks of edge rail of fifty pounds per
yard, and wore much of it out before the line was finished.
The latter commenced with a forty-four pound bar between London and
Maidenhead, and had rendered it unfit for safe service nearly a year ago.
The still heavier iron which they are now using is not, of course, yet en-
tirely destroyed. But before this time next year — if my calculations do not
fail — I shall produce evidence in this Journal, that a portion of these seven-
ty-five pound bars, has also given way under less than 500,000 tons nett.
At present, however, I will confine myself to past experience, and en-
deavor to ascertain from that what sort of expectations we have a right to
entertain for the future. The new English roads have added but little to
our previous information on this head ; but still we are not without a great
deal of valuable experience ; and it is the duty of tthose who seek for truth,
and who seek to exhibit it to others, to profit by the best experience they can
find.
Coait of Transportation on iXmlroais. 'i\smtP--
In reference to the subject before us, we know, ;i4J/i;j - " *»**^^, ^'jtM
r ' 1st. That some eight or ten of the railroads of this country, have worn
;- oat the common half-inch flat bar, with an average aggregate trade of 150,-
:, 000 tons nett, drawn by locomotive engines.
..•J 2d. The Camden and Amboy road has, in places, worn out an edge rail
. weighing about 40 pounds per yard, with a trade considerably less than
" V 400,000 tons nett.
3d. The edge rail on the Columbia road, weighing 33 pounds per yard,"
; has not yet borne the passage of 350,000 tons on one track, and is nearly
; destroyed.
4th. On the Boston and Lowell road, a 36 pound rail was so much in-
jured, or so much weaked, as to need renewing and replacing before it had •'
J sustained the passage of 600,000 tons nett. ~ '^ .-' • ,*^
6th. The Liverpool and Manchester road was opened in 1830. In 1835, '
X\ie first two tracks of edge rails, weighing 35 pounds per yard, were de-
stroyed and renewed ; and the trade was less than 600,000 tons nett, on each '
' track.
6th. In 1835, the Liverpool and Manchester company relaid the portion '
. of their road next to Liverpool, with edge rails, weighing 50 pound per
w yard— or just five pounds per yard heavier than those of the Reading rail-'
road. Before the close of 1840, these new rails (weighing, I say, 50 lbs.'
per yard,) were worn out, and taken up, and substituted by two other tracks .
of iron, weighing 64 pounds per yard. These 50 poimds per yard rails '
. were destroyed by about 700,000 tons nett on each track. So that, in the
: brief space of nine years, this company destroyed four successive single *
'■. tracks of edge rails with an average nett trade of about 300,000 tons per
y annum.
7th. The 64 pound rails next introduced on this road, were found to be
; / too lighty and a 75 pound pattern was substituted, which is now the adopted ■■
weight These rails of 75 pounds have already begun to give way at un-
j sound places — ^the injury " showing itself chiefly in lamination and occa- ';
sional splitting at the edges." -. « %t -
8th. The Stockton and Darlington road, considered as a single track, has
.: been iroTwi with edge rails from six to eight times.
; Business commenced on this line about the year 1835. In the year 1834 :
:J the ti:ade had reached 338,248 tons. In 1840 it had attained the extraordi- ;
nary limit of 803,784 tons, and up to the year 1842, there had passed along ^-
. the work a nett weight of nearly 6,500,000 tons. At that time six tracks '
' had been destroyed, and taken up and replaced, besides the rails that each
.'. time were introduced, before an entire change of form was resolved o^^
• How many tracks this patching may have amounted to, it is probably im-
possible now to ascertain. The cars on this road are very light and the /
velocity but six miles per hour. a ..; «
It is probable that each track of this road has sustained nearly 1,000,000 r
• tons ; and with such cars, and at such ,a moderate speed, it is not impro- '
100 Cost of TVansportation on RailrtMdai0
bable that a 50 pound bar would sustain from 1,200,000 to 1,500,000
tons.
9th. The London and Birmingham 50 potmd iron which was destroyed
before the work was finished, sustained about 350,000 tons on each track.
The velocity here was, however, exceedingly great, and the cars unusually
heavy. ttf
10th, The nett tonnage on the Great Western road, which destroyed the
44 pound iron, did not reach 300,000 tons of freight and passengers per
track. 'The engines and cars are still heavier than those of the London and,:
Birmingham road, and the average speed 25 miles per hour.
Now, these are facts ; and this, whatever it is worth, is experience. The
intelligent reader must judge from the fects, whether or not the cost of re-
newing iron ought to be regarded as one of the current expenses, or as a
thing so extraordinary as to require to be excluded from the annual charges
altogether, and added, as is now the universal custom, from year to year, to
the cost of the road.
But the rapid destruction of iron under the action of a heavy trade, and
the measure which, in the December number, I have assigned to its durabil-
ity on the Reading road, where the velocity is from ten to fifteen miles per
hour, is now but faintly denied ; or, if denied at all, only by inexperienced
patties, and in anonymous communications.* _^,
A new view is accordingly taken of the subject, and the important que»>
tion arises to determine the amount of loss to the company consequent on
the destruction of the iron. I mean to ofier no conjectures on this head
either, but refer to known and admitted facts, as a guide to my conclusions.
I find in the last report of the Boston and Lowell railroad company — the
only company in this country, which has renewed a considerable portion of
a track of edge rails in one year, and published the cost — the following
charge :
" For labor and sundry materials, in taking up twenty miles of track laid
with 36 pound rails, and replacing it by rails of 56 pounds per yard, ex*
elusive of the cost of rail iron, $34,162 09." The year before the expend-
iture for this object was $14,608, so that for changing 25f miles of edge
rail, the company incurred an expense of $48,770, or $1,900 per mile.
There are seventy-one tons of rails in a mile of the track of the Reading
railroad, and the cost of taking up the old iron and putting down new, is,
therefore, $1,900 for 71 tons = per ton, - - $26 75
4 ton of new iron delivered in Philadelphia, will cost under ^;
the present tariflT, ... $6000 ■■^.
The old iron is supposed to be worth along the line, per ton,
about .... 25 00
Difference between the value of new iron in Philadelphia,
and old iron on the ground, per ton, - - $36 00
* Since this wns printed I hare received the last nnmbei of the BailiMd Joarit»], in which I find my
Tiews entiiely disputed.
•>■■ ..;-^'...;/SvL.
Cost af TVansporttUion on Railroadx. , 101
The cost of changing the iron track of the road will then le as follows :
Seventy one tons of iron, taken up and put down, at $36 75, $1,900
Difference between 71 tons of new iron bought at $60, $4,260
And 71 tons of old iron sold at $25, - - 1,775-2,496.
Seventy-one tons of new iron transported to, and distributed -» "' * ''
along the line at $5, - ^} j^; " - '"^ - 386
Cost per mile of changing iron, '';;^!l^ '^.? , ' '^^ $4,740 '--,
This sum of $4,740 will be the amount due to the trade which will de-
stroy the iron, or render it unfit for safe usage. I know of no iron which
. has yet withstood the action of a million tons ; and I know of no iron of 50
pounds or less, that is likely, at the usual speed in this country, to resist that
weight. If we consider the rails of the Reading road to be capable of that *
effort, then we shall have 4| mills per ton per mile for the value of the iron
destroyed by each ton of coal descending the hne: or 44^ cents per ton for -
the whole distance of 94 miles. By adopting the rates of speed of the .;.
Stockton and Darlington road, it is probable that the cost of the iron could be
brought down to 60 cents per ton, or near that limit; but if the company
adopt the heavy cars, (7^ tons when loaded) and powerful engines, and heavy
trains now contemplated, and continue the high velocity now permitted, the
destruction of iron will probably be scarcely compensated for by seventy-
five cents per ton. , ?■ ;. o*. -v "
This is a calculation from such data as we are able to obtain. But was
there ever a calculation of such work, which was not exceeded by the prac- •
tical result? One of the data assumes that there will be as many tons of
iron to sell, as were originally bought. But the weight will not hold out
It is useless to inquire why ; yet we cannot spread 70,000 bars of iron along
a road 100 miles in length, and beat them and roll them for one or two years „-^'
and then collect them all again. This is a practical difficulty which must J- •
always be encountered under such circumstances. The calculation assumes 4
that it will not be collected ; and, besides, that the 140,000 bolts, and the ' .
70,000 chairs to be distributed and replaced, can likewise be found again. ,
Many visionary estimates have been made on this head, by parties of littler-
experience in the handling of heavy materials, and in the performance of
mechanical work ; but the following practical facts are a great deal more .-., .
forcible, and will be found to furnish data which can be applied with much *:
more certainty than any speculative estimate whatever.
The South Carolina railroad was opened in the year 1833 ; the trade
averages about 25,000 tons. In the semi-aimual report for December 31st, ,
1838, five years after the completion of the work, we find the following: — -. i
" deduct the following expenditures, as being rather for permanent improve- - .'
ment than current expenses, viz ; ^,*^V; ^i^ >>'' * "■ *■ • - - i
Machiney, ^^ >%# ^ tif^x^rt^s^^f-j^griy^ 4v.?<^;^'^ $26,888 12 ; v; ; ' -
Spikes, - ■■ .^^::^>^i,^^:-:" ■ V^^^io^^^^ 4,582 34 ^■-
New rail iren, ,^. -^^>j^,S^M^^«l'«-;/'»-vv,.^;-;-^i^"^'^^;- 3,940 00 etc
■ tr.j.-- v:-. — -.L^
102 Cost of Transportation on Railroads. ^
This hint to the experienced reader, is S3rmptomatic of the contents of the
next report, (June 30th, 1839,) from which I extract the following; . rr^
" Amount paid for rail iron in Charleston, $371,679 12
Less old iron sold and unsold, - - 92,902 27— $278,776 8& .
Cost of transportation of the same oa Ulasi r9ad> axkd ^ying ^'
■■ down, including spikes, -.■";♦;.•. . 74,40000
Nett cost of new iron, - - «,W. - $353,176 85"
Here we perceive that the entire sales of the old iron (when it was all dis-
posed of, it yielded precisely $92,325 71,) exceeded the cost of putting the
new rail in the track, but by some $18,000, while the nett cost of the new
iron, after deducting the proceeds of sales, was $353,176. Such is in feet
what is to be expected. The old iron will barely pay for putting down the
new, and the loss to the company will be about equal to the cost of the new
iron' delivered at the sea port. j^,-
A writer in the Railroad Journal proposes a scheme for the Reading rail-
road to make money, by procuring rails free of duty, and selling the old ma-
terial, after it has been worn out, with the advantages of the duty.
'" The opetation was conducted under precisely those circumstances on the
South Carolina road ; but the above balance will show that the speculation
did not turn out so well in that case. Indeed I have known many instances
in which the iron has been renewed, but I have never heard of a company,
here or abroad, that found the speculation a profitable one.
In the accounts of the South Carolina road, the new iron is charged to
"permanent improvements," (the old iron lasted ^ve years) and the companv
recommenced with augmented capital. .;
I have but one word to add in reference to the durability of iron rails,
subjected to the action of a trade like that of the Schuylkill I have already
stated that if the Reading railroad company expect to obtain the whole trade
of the canal, they must prepare for the entire renewal of a single track every
year ; and I now add, if the company carry 500,000 toru of coal during
the present year, as they now propose to do, the new iron cannot be put
down, before that now on the track will be so nearly destroyed as to be un-
safe.
It is understood that this company has recently obtained an additional loan
of $1,000,000. With this it is proposed to stock and equip the line, and
procure the additional track, and jprepare for the conveyance of the whole
trade of the Schuylkill.
I therefore advance this additional proposition. After this money is ex-
pended, and the company shall have put themselves, by its aid, in the position
which they seek to occupy, they will neither, in the first place, be able to
carry more than half the tonnage of the Schuylkill, and, in the second place,
if they succeed in obtaining half the tonnage, they will not be able to engage
vigorously in the business of 1845, without a new loan of a million of dol-
lars ; and, finally, if they continue to operate through the present and the
next year, they cannot engage in the business of 1846, without another loan
Cost of Transportation on Railroads. 103
of at least one million. In short, waiving all regard to interest on their ca-
pital, it is impossible jar them to carry the Schuylkill coal trade., loitkout
borrowing one million of dollars per annum. And when they cease bor-
rowing they must cease carrying. I now dismiss the consideration of a
road, which, in my opinion, was most unwisely commenced — which has
been prosecuted in folly, and which can only terminate in disaster. On this
result I desire to rest my claim to the public confidence.
Additional application of the formula. — In the November number of
the Journal, I offered a formula for the computation of the annual expenses
of lines of railway, and exhibited its application and agreement with the
actual results on seventeen of the most important roads in the country.
The greatest deviation of that formula from the actual result was 12 per
cent, which occurred in the case of the Baltimore and Ohio railroad for the
year 1841. *
:> In speaking of the deviations, I added these words : " It will probably be
seen, on some future occasion, that those roads which now exhibit expenses
above the formula, will fall below it for other years ; a remark which is ap-
plicable to the Boston and Lowell, Baltimore and Ohio and South Carolina
roads." Since the publication of that article, I have received through the
politeness of Mr. Latrobe, the able engineer of the Baltimore and Ohio rail-
road, the report of the operations on that work, for the year 1843, together
with some valuable manuscript details, of which I hope to make useful ap-
plication in the further prosecution of my present study. I am also indebted
to Charles S. Storrow, Esq., the valuable superintendant of the Boston and
Lowell xoad, for similar statistics in relation to the excellent, and, I beiieve,
prosperous work under his charge, in anticipation of the publication of the
report. I have also received from Mr. Storrow similar information relating
to his line, for the year 1841, which I had not before obtained, and from the
report of the Baltimore and Ohio railroad company, I find the facts necessa-
ry for the application of the formula also to the Baltimore and, Washington
road for the year 1843.
These results have all been procured since the publication of the formula j
and I therefore proceed to test it by making the application to those lines.
. • It will be recollected that I ofl!ered, in the first place, a formula for the
determination of the expenses for a new /i»e, viz : -j;* •; .' : rv^Tr-
24N 9T 7P '.; ,..,-,.^'^^-'5-*d^^;':
"Ioo"~'"iooo+iooo"^^^*' ' " ' "
And in the second place, a rule for the computation of the expenses of main-
taining an old road, or road which had been opened more than four years,
viz: ■^■f?; v->' v--'»^.?'
275N 14T 7P .' . . . ■.v^v:-^
100 ' 1000 ' 1000 "^^^ *•
In both expressions, N stands for the number of miles run by the locomo-
tive engines ; T for the tons nett conveyed one mile j P for the number of
passengers conveyed one mile, and h for the length of the road in miles. rJ
104
Cost of Transportaiim 9n t^itroai$^'^
In applying the formula to the Baltimore and Ohio road, it is to be borne
in mind, that of the 178 miles in use for the year 1843, but 82 miles were
opened previous to 1842, and that the whole of the remaining 96 miles is
new road.
The result of the application to these several lines is exhibited in the three
following tables :
■i^XJ'T.
WiV
TABLE.
^■
.^-
Name of Road.
i
><
1841
1842
1843
26
26
26
3
-a
2
»
10
10
10
ti
125,296
143,607
134,982
403,285
n
si
90,113
93,927
114,711
298,751
J3
li
li
11
Via
Boston and Lowell,
Boston and Lowell,
Boston and Lowell,
170,057
179,819
176,537
1526,413
$119,469
131,012
109,367
SI 11, 207
119,409
124,004
Aggregate for those three
yean
3.
359,848
354,629
It will be recollected that I anticipated, in the November number, that
subsequent results would be more favorable to the Boston and Lowell road^
than that of 1842. We here find it so. In 1842, the formula fell $1 1,603,
or 9 per cent, belov) the actual expenses. In 1843 the calculated expenses
rise $14,637 above the actual expenses. But my remark in the December
number should be recollected in these comparisons : — " The formula exhibits
what it was intended to show — the average for a number of years." And
hence, we have another test. The aggregate expenses on the Boston and
Lowell road for three years are, as we observe by the table, $359,848. The
calculated expenses, $354,620. This is surely close enough.
Again, we will take the Baltimore and Ohio road, for the year 1843, for
the purpose of an additional application. ■■■m-
TABLE. '^^
Nuae of Roaa.
i
1841
1843
li
J'
82
178
8
1
82 1-2
82 1-2
H
Sa
Si-
299,617
509,765
44,477
39,519
34,380
33,670
H
•
Calculated
expenses.
4i
1 1-2
Baltimore and Ohio,
Baltimore and Ohio,
35220,135
287,153
S192,925
322,075
A
ggreg
atec
xpense
s for tWo
years,
507,288
515,000
I have taken no notice of operations on this work for the year 1842, be-
cause during that year the line was opened, in parts, from Harper's Ferry
to Cumberland.
The application for the year 1841, gave a result of $27,210 below the
actual expenses. I stated at the time that the subsequent expenses would be
likely to fall below the calculated expenses. We accordingly find the result
for the next year comes $34,000 below the formula. Here, then, is another
and most conclusive confirmation of the correctness of the formula, and of
the principles on which it is founded. If we take the sum of the expenses
for the two years, we find the calculation $515,000, and the fact $507,288.
But we have yet a third case : the Baltimore and Ohio railroad report for
1843, exhibits, as has been stated, the results on the Baltimore and Wash-
Cost of TransperUition on Ra,Hroads.
105
ington road, likewise for that year. These, together with those of 1841 and
1642, are presented ia the following
^ TABLE. -.■-■t-u^^.^
Name of Road.
i
tll.-=
Miles
run.
Calculated
expenses.
4
Baltimore & Washington,
Baltimore &■ Washington,
1841-2
1843
30 1-2
30 1-2
91,428
96,716
27,360
26,470
114,260
86,880
$73,684
68,866
76,166
71,676
1: Here is an agreement within four per cent.
When I presented this formula in the November number of the Journal,
and exhibited its application to seventeen lines of railway, I stated that these
seventeen lines were all the roads for which I had been able to collect the
statistical information necessary for the application. I had written to many
companies, and had generally been supplied with the facts required, and
which were not given in their reports. In some instances, however, they
were unable to furnish the information which I needed ; in two instances I
received no reply to my letter ; and in one — and I am happy to say one in-
stance onl]/ — the officer declined making the affairs of the company public.
r Since then the three companies above named have published their reports;
Hud they are the only reports for the year 1843, which I have yet received.
These reports add confirmation to the previous proof Still I advance the
formula as an approximation only, which I hope, with the aid of my pro-
fessional friends, and future facts, so to modify and improve, as to render its
application general and certain. It is the expression of the true law ; but
the •constants are to be buih up by multiplied facts, until there can no longer
be room to doubt its indications.
I have endeavored, so far, to conform to the method which modern science
points out as proper to be pursued in practical inquiries. Much injury has
been inflicted on the great cause of internal improvement, and especially of
railro&d improvement, by the erroneous opinions of enthusiastic, but unwise
advocates. But a new order of things has grown up, and a new sj'stem of
inquiry is rapidly gaining ground. The seed of true principles has been
sown, and the roots have struck deep into the soil of this country. Under
the cotttrol of these principles, and the direction of cool and honest advo-
cates, the railroad cause will take fresh growth, and flourish with a vigor
and healthfulness which k has not yet exhibited. Some visionary and ex-
travagant projects, which are now bearing heavy upon it, will sink under the
pressure of their own weight, and serve, even in their ruins, as salutary
guides for the future.
During the transition, truth will be for a time obscured, and possibly
borne down ; but it cannot be overcome. It is sustained by a power which
is invincible. Truth makes no compromise of principle — ^yields nothing for
the sake of present popularity — contributes nothing to the cause of public
deception — and moves fearlessly, surely, and, in the end, ail-powerfully, to
its mark. . . , .
•■*■
106 *' Institute of CivU Engineers.
[NoTft, — In the January number of the Journal, I offered an estimafe of
the probable expenses on the Reading railroad for the year 1843, in antici-
pation of the publication of any facts on that subject : assuming the travel at
40,000 passengers, and the trade at 250,000 tons. This estimate was $265,-
000. I regret to find, on perusing the last report, that the company have
not thought it expedient to publish their expenses for the whole year ; but
have preferred to exclude the last month, along with the heavy bilb which
the close of the year usually brings with it The expenses published, for
eleven months, amount to $221,060 89. I should have been exceedingly
gratified to know the amount of expenses for the whole year.
The indebtedness of the company since the date of the previous
report of January 1, 1843, has been increased, $1,252,659
The receipts for the first eleven months of the year amount to, 385,195
Aggregate expenditure for eleven months, $1,637,854
A statement of the items which have consumed this enormous sum would
certainly be read with interest and instruction ; and it is greatly to be regretted
that at this particular period, when the public are exceedingly anxious for
truth and information, the directors have deemed it imprudent to publish it.]
.. Note. — The writer has expressed his opinions on an important subject
without reserve, or concealment ; should his facts be publicly disputed, or
conflicting facts be presented, by any of his professional brethren, he trusts
that they will have the consideration to do it over their own signatures, that
he may have the guarantee of a name for the facts which they contribute.
He will be found as frank in correcting his errors, if he ha^ committed any,
as he is sincere in the expression of his opinions.
(To be continued.) -
For the Anericui Railroad Jonmal and Mechanics' Magazine.
Gentlemen : On the receipt of the December number of your Journal,
I immediately transmitted through the postmaster of this place, the sum of
two dollars, for my subscription for 1844 My last payment was in Novem-
ber, 1842, of five dollars, for the year, from July 1, 1842, to June 30, 1843;
but the change in the times of publication made this amount to cover the
time up to December 31, 1843, as I understood. Am \ right %
On the subject of the establishment of a society of civil engineers, I have a
suggestion to make, which appears to me plausible, and much more facile
in its execution than any other which I have seen proposed. The National
Institute, for the promotion of science, established in the city of Washington,
is now fully organized, and in most successful operation. It is organized
into various departments : as the department of geology and mineralogy —
of botany— of agriculture, etc. Many of the engineers of the United States
are members of this Institute. Now, why should not the engineers genet-
ally, throughout the country, become members, and organize, (for this ia a
part of the plan of the Institute, if I understand aright,) in connection with the
other departments, a " department of engineers." The advantages of this
plan may be easily seen. The United States has comparatively a large
Institute of Civil Engineers. 107
body of engineers in its employ — for independent of the two military corps,
numbering, I believe, some 84 officers, there are numerous civil assistants
and agents superintending the public works (I refer to all civil constructions
* — such as the improvement of harbors, rivers, building light houses, etc. —
carried on by the government) in employ. The information which these
gentlemen could furnish, as to prices of labor and materials, and plans of
construction, under peculiar circumstances, of local works, etc., if properly
embodied, would be of infinite service to the profession. All these gentle-
men, being members of the institute, would give their hearty co-operation
in forming the department of engineering. Washington city possesses many
advantages over other places, for the meetings of the society. Although the
States and private companies have in most instances carried on their works
independent of the government, (that is, without its pecuniary aid,) yet the
presence of some one officer of each work, has, at some time in each year,
been required at the seat of government, to transact business in connection
with their work, at the departments. This business could be transacted much
more readily through the engineer of the work, more particularly when his
connection with the institute will give him an acquaintance with the locality
and means of obtaining every species of information that may be turned to
advantage on the work on which he may be engaged. The existence, too,
of the patent office there, where all new mechanical inventions are to be
found, many of which are of great importance to the engineer, will prove a
great inducement to them. ^s*.-. jk' ■»-■<- •.,y.'.-^%Mi-.^-ir :
. > • Another point It is generally known that works on engineering, andl
the abstruse sciences connected with it, are high priced, they being generally
the productions of foreign engineers and men of science, and published in
Europe, and but few copies, comparatively, ever imported to this country.
Oa account of their costliness, and the expense of transporting them from
station to station, (for there are but few of our profession that can ever per-
manently locate themselves in one place, and have a " home^^ but must more
from point to point, as the progress of the work ori wnich they are engaged
advances, or in search of new employment,) not many engineers can ever
form for thenaselves a library, their low salaries and the heavy expense to
which they are always subjected being another obstacle. In their visits to
Washington this loss can be in a great measure removed, by the library of
congress, and the libraries of the war department and the bureau, where
copies of most of tl^se works will be found, and the known courteousness
of the officers, in whose charge they are placed, will render them at all times
accessible to the profession. The library of the institute will soon be large
enough to offer advantages to the man of science sufficiently ample to war-
rant the spending of some days within its walk, independent of the attraction
of the museum, botanical gardens, etc.
Then as to the meetings of the department of engineering. Under the
by-laws of the institute, each department holds its meetings independent of
t^^ jj^eaeral fi»s$(iiip of the instg^te. JNow the objectioos to an independent
106 Institute cf Civil Engineen.
society of civil engineexs are th&most strongly developed on this one point
— the almost utter impossibility of getting a sufficient number of the mem-
bers together at the place of meeting to form a quorum. Under the organ-
ization I propose, one-iburth or one-third, (or indeed any number less than a
majority,) of the department may constitute a quorum to organize a meeting',
at which essays may be read, and conversations held on subjects connected
with the profession ; while the constitution and by-laws being already formed,
and all changes in them being effected in general meetings of the institute,
on the proposition, verbally, or in writing, of any member, there will not be
the same absolute necessity of regular meetings at stipulated times as in the
other case. The records of the department required to be kept of each meet-
ing will show to those members who can only attend a iew meeting, what
has been previously done.
On the subject of the continuance of your Journal, one word. Although
the results of these meetings of the department will be made known through
the bulletins of the society annually published ; yet it Appears to me that
the profession will require some other additional medium of communication,
and that a great deal of statistical information, originating from these meet-
ings, and from the free interchange of opinions among the members, may be
promulgated to the world, which would not find its way into those bulletins.
A regular monthly or semi-monthly Journal must be supported by the pro-
fession, and why not the one already established, and which has been so suc-
cessfully carried on for twelve years past ? Your plan of advertisements
for travellers, too, is admirable. Every traveller has, time and again, felt
the necessity for some such Journal, in which are concentrated notices of all
lines of travel, whereby he may inform himself, before starting, of what
.♦route he can adopt to reach any given point to which business or pleasure
' may call him with the greatest convenience and despatch. An individual-,
for instance, starting from Boston or New York for New Orleans, if he
adopts the sea route, knows what he has to encounter ; but if he wishes to
adopt the land route, he starts in entire ignorance, in mo«t instances, of his
means of locomotion, beyond some given point on his route, or its cost ; nor
has he any chance of determining which would be the speediest oi' most
comfortable route for him. He may coast by railroads, steamboats, and
stages along the Atlantic frontier, and the Gulf of Mexico ; or diverging
from this route in Maryland or Virginia, may strike the Ohio, where he
will command a tolerably pleasant, and very often a comfortable and speedy
journey by steamboat down the " father of rivers." Such will be the case,
too, with the route through Pennsylvania But the traveller knows not,
perhaps, that an equally convenient, speedier and more comfortable route,
during parts of the year, exists from Albany, through Buffalo, by the lakes,
to Chicago, thence across northern Illinois by stages and steamers, (and in
a year or two canal boats will vary the mode of travel through this legion)
to the Mississippi, where stealers await him every day for conveyance to
the great commercial emporium of the south-west Thus travellers, as wel)
Communication, i 100
as railroad, steamboat and stage companies, will derive immense benefit from
your Journal. The proprietors of lines of travel would derive increased
benefit in making their routes known beyond the mere region of country
through which they pass, while the advertisements of manufacturers would
make known to those interested, the cheapest and most expeditious means for
repairs, etc.
In your November number of the Journal, I received a printed circular,
on which I was taxed by the postmaster here with letter postage. The
amount was, to be sure, very small, and on that score do not object to its pay-
ment; but the principle involved, leads me to mention that this system of cir>
culars, (issued, too as this was, in an evasive way,) is very objectionable.
To have refused to receive this circular from the office on my part, would
have involved its authors in a suit by government, and a tax of five dollars,
with the cost of prosecution. This I could not consent to do ; yet I must
protest against the system, as an imposition — and this is not the first nor the
twentieth time that it has been levied — when it should have been paid by
those who sent them. Charles N. Hagner. *
- . [The circular alluded to by our valuable correspondent was enclosed by
the present editor, without a thought on his part as to the consequences, or a
design, as he believes, on the part of the gentlemen who asked the favor, of
dealing unjustly by others. The cause of complaint will not, however,
again occur. — D. K. M.\
For the American Railroad Jonrnal and Mechanics' Ma^zine.
Your correspondent " Y," in your February number, adverts to Mr. EI-
\q\!& famous plan of railways, for which the community was to be measured
about as often as its individuals for their clothes, which at first were to be
made as skimpy as possible and of no better material than toood, from kiod
> to foot — neither safety nor comfort being necessary ingredients while only a
few travellers were to be accommodated, but as these increased and lives
only becoming of any importance by their numbers^ stronger materials
could be used, and the community, from time to time, reraeasured and
supplied with a new fit, as nearly conformable to its growth as the irregular
character of this would permit, at one time standing still, and at another run-
ning up a foot in a night This apparantly clever idea I recollect was not
at the time, however, deemed feasible by you, nor has it since at all taken
with the world at large, but on the contrary, it has come to be more evident
that the most substantial at the start was the truest policy, and that great
expense was necessary to true economy in railways. This discovery has
had the good efiect of preventing useless and wasteful outlay by laying them
down where they were not wanted, as was often the case formerly. The
railway here understood is that which is at all worthy of consideration or
that accomplishes a speed of at least fifteen to twenty miles per hour.
In introducing this subject again, the evident aim of your correspondent
is to sneer at the Reading railway, and spread as far as possible the same
110 *' ■•' ' Communication. -.^.i-
i4^^^^
sort of slanders against it as have lately filled the Philadelphia papers, buts.:;
which happily were so gross as to lose their effect, and to fall still-bom from >■-:
the press — much to the mortification of their concoctors.
The impression which he would have prevail, is that the said railway in
its necessarily large expenditures, gets no value therefor, and reach what .
they may, it can never be worth anything ; or in his own words, " its cost
'will be its only merit."
In the face of this, however, the canal he advocates as even now so much i ,
more efficient than this railway, has applied to the Pennsylvania legislature •'
for leave to enlarge its capacity, as a means of better competing with this ';
despised rival, and which it cannot do unless at a very heavy outlay, and
with even then a doubtful result. Let the merit of the respective expendi-
tures on these two works be impartially judged, and depend on it, the rail- '
way will be found to have spent nothing that has not secured to it a more ef- 'r
fective provision for doing the business contended for. .
The feet is, that some five or six years ago, a notification, then much \
laughed at by all the canals, was issued to such as were carriers of coal —
the X pamphlet, bound in green, was the medium — that a cheaper carrier
was then in course of construction, which, when properly ready would fully ,
establish that fact The Reading railway was here meant — which having '
now fairly entered the lists, the canals are found to wince already, and to '
vent their agonies, as before stated, in vain abuse, as if no warning had been .
given them.
When the notification alluded to, was issued in 1839, the cost by the canal
given therein and afterwards confirmed by the board of trade of Pottsville,
including freight at $1 28, and toll at 92 cts. per ton, with wastage, ship- ;.
ping, etc., was for coal, between Pottsville and Philadelphia per ton, $3 21 '
In that notification the then estimated cost by the railway in progress
was 79 cts., exclusive of toll, for which may be added ^ ct. per ton
per mile, say 47 cts., making the whole cost to compare with the
above per ton, - - - - - 1 26
Difference as made in 1839 in favor of the railway, - $1 95
At this day, however, in 1844, when all things have shrunk in value to
near a minimum, and the competition of the railway has had some influence,
we find as to the main items of freight and toll, these two rivals now stand- ;
ing as follows :
By canal, freight 70 cts., toll 36 cts., per ton from Pottsville, $1 06 ■
To which is to be added, agreeable to the estimate of most of "■ ^
the operators, since they have had experience of the rail-
way, sundry items to the disadvantage of the canal, amount-
ing in all to - - - - 40 — 1 40
By railway, now while in process of receiving the trade, the ,
charge for freight and toll is for the present between Potts- ■' ' '
Tills and Richmond or Philadelphia, - • 1 10
•0~96
r/> •..■^■..•*.J» .J..-
Raie9 of Fare and Rates of Speed on Railroads. ' it I
making a margin of 36 cents in &yor of the railway, showing that if the
: : whole toll were remitted on the canal, the railway could still retain the trade,
- and will hereafter no doubt avail itself of this favorable position to raise its
rate to $1 25 at least
The consumer ha^ come off the best in this contest, the saving to him in
round numbers being about $2 per ton, or on the whole present consump-
tion of 1,200,000 tons, say $2,400,000, which may be employed in some
oth^r purpose of use or luxury. Next to the advantage obtained by this
railway, of reducing the price of coal near one-half, will be that of securing
a uniformity of price for it throughout the year, worth collaterally little less
than the direct reduction of cost in the business it will attract JL
RATES OF FA&E AND RATES OF SPEED ON RAILROADS.
A great diversity of opinion exists in the public mind on these two sub-
jects connected with railroads, in relation to which, as it seems to us, great
accuracy is attainable. We have resolved, in consequence, on submitting to
our readers our own views in relation to them, in the hope that they may,
in some degree, tend to remove the confusion resulting rather, as it appears
to us, from a disposition to generalize too far, than from a want of proper
observation, or any difficulty in arriving at correct conclusions.
The proposition is often broadly laid down, that every reduction of rates
on travel is attended with an increase, not only in the gross, but also the nett
receipts of a railroad. Of course, pushed to an extreme, it is necessarily
incorrect, or we should have to arrive at the conclusion, that no fare at all
was ih6 best case for a railroad. The proposition is undoubtedly true, that
reductions of fare have so far, in our country, been advantageous to the com-
panies making them. This, however, only proves that hitherto the fares on
most lines of improvement have been above, rather than below the point of
greatest advantage, not that they may not be very readily too low, as well
as too high.
In looking into the subject, it strikes us that there is an entire analogy be-
tween the principles which should govern in the adoption of rates of fare on
a railroad, and a revenue tariff on imports. The latter may be so high as
to put a stop, in a great degree, to importation, or it may lead, in exposed sit-
uations, to smuggling, or both consequences may result In the same way,
a high rate of fare may be deeply injurious to a company, by diminishing
the number of travellers, on their railroad, or in the case of unprotected lines,
it may induce the adoption of inferior routes, or both results may ensue,
irhe prosperity of the line of railroad communication between New york
and Washington, for example, has, we have little doubt, been essentially re-
tarded by injudiciously high rates. Between New York and Philadelphia,
the monopoly has so far been complete, and the high rate of &re has ope-
rated mainly in reducing the number of travellers between these cities, to,
we verily believe, less than one-half of what it would be, were the &re6
placed at two-thirds the present rates, with a somewhat higher rate of speed.
■ ..-^ •;':••• ..-• ■; f^i 'X'. «-A V : ■ : :■ ^ ■••-'- •?-:^|. -•:!■. ■■■'■"■•: V--^'rv*-- '
■' ' ■■■■'-' ■■■■•■■■ ■'.--.{:. '.■ t •- ;• J•;^4.^^^
11% Rates of Fare and Rates of Speed on Railroads. /
But between Philadelphia and Baltimore much more serious consequences
must, it seems to us, result to the railroad line between those cities', should
their present rates be kept up. Located as this road is, throughout its whole
extent, parallel to the Delaware river and Chesapeake bay, nothing, we
should think, could prevent the competition of lines of very fast steamboats
in their waters, with barges on the canal connecting them, or connecting
stage lines, but such reduced rates of fare and increased rates of speed as
will set all competition at defiance, while on the other hand, very reduced
lates of fare and higher speed would not only prevent all competition for the
present travel on the route, but greatly increase it. We trust, for the sake
of railroads, that the company will be wise in time, and act on the principle
of the ounce of pre^ntion being worth the pound of cure.
We cite these two case as the most striking that present themselves to us,
of error on the side of high fares. Connecting, as the roads in question do,
the largest and most populous towns in our country, and these in free States,
where the temptation to travel is widely increased with every reduction in
lates to the laboring class, and with every increase of speed to men of busi-
ness, we know of no case in which low rates and hieh speed whould pay
so well. There are, however, but few railroads out of New England on
which the fares are not too high, and the speed for travellers is sufficient.
Our eastern neighbors, so discerning in all matters of interest, have also
found out the secret of success in railroads for travel. In the New England
States, even between points of but little comparative importance, the speed is
higher than in any other part of the United States, and the fares are gener-
ally low — from two to two and a-half cents per mile. As a consequence,
we £nd on some of the railroads radiating from Boston, even those to small
towns, (the Bcslon and Worcester for example) a greater travel than exists
between New York and Philadelphia, and a much greater than between
Philadelphia and Baltimore. We peed not add, that notwithstanding their
great cost, and this was in many cases enormous, the New England rail-
roads have proved in almost all cases profitable. If the New Englanders
were in some cases wasteful and injudicious in the construction of their roads,
they have certainly given to us, in the matter of fares, and in other respects,
the most valuable lessons in their management
The circumstance of the railroad fares generally in our country being too
high, is perhaps ascribable to the feet of many of them having been adjusted
in the years 1835, 1836 and 1837, and their not being since reduced to ac-
commodate them to the enhanced value of the currency on its presoit specie
basis, or the diminished cost of all the necessities and luxuries of life. Three
dollars per passenger between New York and Philadelphia, and the same
price between Philadelphia and Baltimore, by the old Camden and Amboy
and Newcastle and Frenchtown lines, were fair enough rates for the times
when they were established, but two dollars now would be equally high,
taking into consideration the price of every thbg, as three dollars then. Ib-
jtead of this, the feres on the present railroad routes, are four dollars oo
Rates of Fare and Rates of Speed on Railroads. -
'each route, or twice as high, considering the increased value of money, as
they were originally, and twice as high as it seems to us they should he,
consistently with the interests of the proprietors of the railroads, not to speak
of that of the public.
Our opinion in a few words is in substance this : that between towns of
any size and in populous districts, rates not exceeding two to two and a half
cents per mile, will be found most advantageous to the companies, even in
protected lines, or those where there can be no competition, by the great in-
crease they occasion in the amount of travel. The care, it will be seen, is
greatly strengthened, where, as in the case of the Philadelphia and Balti-
more railroad, the line is' unprotected, and nothing but a very reduced rate
can prevent competing lines. A grave error, however, would be committed,
were these rules misapplied, £ind extended to the case of sparsely settled dis-
tricts, in which from peculiar causes, the laboring classes cannot travel. \j
Such is the case in the southern States of the Union. If railroads can
be sustained in these, it can only be, unless in a few cases, by comparatively
high fares, because the laboring classes being slaves, would in the one hand
afford no aliment for railroads, however reduced the rate ; and their owners,
whose engagements would be mainly on their farms and plantations, and
whose journeys are generally limited to one or two trips during the year, for
the sale of their staples, would be but little influenced in the number of their
trips by the rate of fare being higher or lower. We use the term compar-
atively high, because we would not be understood as recommending high
fares even in the south. We have little doubt that even in the slave States,
the rates of fare are generally higher than the most judicious rates would
be, but they certainly could not, with a due regard to the interest of the com-
panies, be placed at as low rates as would be advisable in the northern and
eastern States.
With regard to speed, we hold, that the rates of speed caimot, within any
tolerably safe limits, be too high for travel, or within any convenient limits,
too slow for freight. Many railroads in our country are at this moment un-
productive from want of attention to this simple truth.
s! In the transportation of freight, there will be nearly, or very nearly, equal
accommodation to those making use of the road, whether the rate of trans-
portation be seven or fourteen miles per hour, and the same price would pro-
bably be commanded for the transportation of produce and merchandize, at
one as at the other rate of speed. But there would be this great diflTerence
to the railroad company, that with an engine properly constructed for freights,
it could not carry at a speed of fourteen miles per hour even half the k)ad
in produce or merchandize, that it could at a speed of seven miles, while the
wear and tear of the engine, cars, and superstructure of the road, and risk
of accidents would, for a given tonnage, be increased at least four fold, by
doubling the speed. The cost of transportation, therefore, so far as these
elements of it are concerned, would be increased in much more than a cor-
reepondfflg ratio with the rate of speed, and would on roads on which
-. t: -,.iiM'-i:sli
114 Rates of Fare arid Rates of Speed on Railroads,
fuel was cbeep, be probably three fold the amount per ton, for a double
velocity.
We cannot, in the limits of this article, demonstrate these positions with
minuteness, but professional gentlemen will perceive at once their correct-
ness. The deduction is, of course, irresistible, that on most of the railroads
in our country, a rate of speed for freight is still practised, greatly beyond
what is judicious, and, of course, if the transportation of freight is, in such
cases, the source of any profit now, the companies may look to the same
business as a source of great profit, as soon as their freight transportation
shall be conducted with engines properly constructed, at slow velocities.
We say, with engines properly constructed^ because the locomotives now
in general use throughout the country, though susceptible of great improve-
ment for the transportation of passengers, are, many of them, on the worst
possible plan for freights. They have the advantage generally of only half
their weight on driving wheels. They can. therefore carry at slow velocities
but half the load, which with the adhesion of their whole weight they would
be capable of transporting. In addition this half is usually on two instead
of four driving wheels. The engine is consequently twice as heavy on each
driver, and much more than twice as injurious to the road, even at a slow
rate of speed, as a locomotive would be of the same weight, (but double the
power,) equally distributed on eight wheels, so connected as to give to the
engine the advantage of its whole adhesion. The engines of Winans, on the
Western (Massachusetts) railroad are on this priacipel, but imnecessarily
weighty and cumbrous, in consequence of the adoption in them of the verti-
cal plan of boiler ; in our opinion particularly misplaced in a long engine
on eight wheels, because in such an engine it occasions the necessity of great
strength, and unavailable weight, {except for adhesion) in a cumbrous frame:
With a horizontal boiler, (no frame worth speaking of being required,) near-
ly the whole weight of the engine is in its boiler and wheek. A horizontal
oigine of given weight can of course have a proportionally increased capa-
city of generating steam.
That such engines as we have described, or some modification of them,
will ere long be introduced generally on our railroads for the transportation
of freight, we cannot doubt, and when they are, and transportation shall be
efiected by them at slow velocities, the public will be not less astonished at
the greatly diminished wear and tear of both road and machinery than at
the improved efficiency of the locomotive. Such an engine as we describe,
of from ten to twelve tons weight, and, of course, not exceeding one and a
half tons on each wheel, would draw with ease, over the Philadelphia and
Reading railroad, a load of five hundred tons gross, or about three hundred
and fifty tons nett, and with obviously little more injury to the road than
if the cars were drawn by horses, for the simple reason that the weight on
each wheel would only be about the weight on ordinary car wheels.
But if such great advantages are to be anticipated from the introduction of
low velocities, with suitable eoginee for the transportaticxi of freight, wo must
' Rates of Fare and Rates of Speed on Railroads. 115
look to the development of an opposite principle for the attainment of the
highest success in roads for the transportation of passengers. In these, the
object must be a proper system of police and the improvement of the engine
for high, instead of low velocities. Valuable as time is in our country, any
reasonable increase of speed on passenger roads is abundantly justified by
the great increase of travel induced by it. The great intercourse between
towns very near each other, is in a great degree ascribable to the increased
relations which grow out of their contiguity, and the more near, of course,
that distant points are brought to each other by railroads or by increasing
the speed on them, the more they approximate to the case of contiguous
towns, and the more their intercourse is increased. If the trip between
Philadelphia and New York was, for instance, made in four hours, which,
it seems to us, it might easily be, instead of six, we cannot doubt that the
trips of men of business would be twice as frequent as they now are between
those cities, even at the present rates of fare ; for they could then with ease
and comfort go from one town to the other, transact their business, and re-
turn by an early hour of the evening. The same would be the result of a
higher speed between Philadelphia and Baltimore, points between which the
intercourse must be greatly checked by the present very slow rates of travel
on the Philadelphia and Baltimore railroad. If, in addition, between these
populous towns, there was not only a greater speed, but a reduction of fare,
the effect on the travel would, of course, be greatly enhanced. ,
And this increased speed, so valuable in the case of passenger roads, could
not for a long time be attended with the same proportionally increased cost,
w^hich would be requisite in freight trains, for this obvious reason, that on
most, if not all, the railroads in our country, it will be many years before
full loads of passengers can be had on them for engines of ordinary power,
and in consequence the power of the engine expended in going at a high
rate of speed, would be wasted at a low speed. Without reference, however,
to this consideration, it will be at once perceived, that the great increase of
travel, induced by higher rates of speed, while there is no corresponding ad-
vantage in the case of freights, is the principal cause of the difference in the
speed proper for freight and passenger roads.
This being the case, we trust that the same attention which is now being
paid to the construction of engines of slow velocity for freights, will be given
to engines for the mail and passenger transportation. Such engines should
have driving wheels of a diameter materially greater than that proper for
freight trains. While three feet at farthest, with our notions as to slow
transportation, should be, in our opinion, the maximum diameter of all the
wheels of freight engines, as well as the guide wheels of passenger engines,
the diameter of the driving wheels of the latter, on roads of great travel,
should not be less than five feet. Of course, every precaution should be
taken that such wheels are accurately set on their axles, and the fiaunches
of both the drivers and front wheels of the engine should be sufficiently deep
(say 1^ or 1} inches) to avoid any risk of the locomotive being thrown from
; v.-
.:..i;
116 «?#' Notes on Practical Engineering, ^-t-'^
the track by any obstacle but one resting on both rails, or so elevated on one
rail as to overturn it With these precautions and a proper police in rela-
tion to the road and machinery, we are inclined to think that a speed of
25 miles per hour at least may be attained on most of our roads, without
any increase of risk at all correspondent to the greatly increased travel which
would result from such speeds.
As to the item of risk, it should be born in mind that for passenger trans-
portation, every precaution should be taken, and with such precaution, it
does not appear to us, that at the rate of speed before mentioned, there is any
material risk. If the axles and wheels of cars are of good materials and
abundantly heavy, and every part of the engine properly proportioned, and
leaning to the side of unnecessary strength. If no engine or car is allowed
to leave the shops of the company without being closely inspected, and with-
out the slightest repairs which may appear desirable being effected, there is
really very little risk in railroad travelling from any cause, but blundering
management in the arrangement of trains, by which a collision may take
place, or from the designs of malicious persons, who may place obstacles on
the track. The former is so serious a matter, at even the slowest rate of
speed which travellers would put up with, that it must be guarded against
by legislative provisions, and the strictest discipline at all hazards. From
the latter, (obstruction in the track,) there is no danger to passengers, even
should the locomotive be thrown off, if the baggage car, or cars, are put in
front of the passenger cars, and the simple expedient of wooden couplings
is adopted, to connect the engine and tender with the trains.
The above views will, we hope, satisfy many of our readers of the cor-
rectness of our proposition, of the propriety of high speed for travel and low
speed for freight We may perhaps present some further considerations on
the subject in a future number, with comparisons between results on routes
on which the policy advised by us, or an opposite one has been adopted.
Vor the American Railroad Journal and Mechanics' Ma^zine.
NOTES ON PRACTICAL ENGINEERINa. — No. 6,
» Wharves.
Although some may consider the remarks on the present state of bridge
engineering not quite just, few will deny that the wharves, even of the great
cities, are wretched affairs, whether we regard their present state, or their
original projection, if, indeed, they ever had any. The extent of the whjirves
in this country is immense, and though all, or nearly all, of wood, there is
still abundant room for the exercise of engineering skill in their construction,
as well as in properly adapting them to the materials and business of their
locality. These, as well as bridges, enter largely into the practice of the
engineers of Europe ; and the state of the wharves in this country is the
wonder, but not the admiration of foreigners, and, perhaps, still more so of
citizens, who have spent some time abroad. It will, of course, require a
long time to produce a general change, but might not a commencement be
made by strenuous exertions on the part of the profession 1 4*\ 1^ -i ^' • '
"^^
1V^«I on PrkeHcal Engnturhii.
117
The following account of the construction of a wharf for the northern
^rminus of the Champlain and St Lawrence railway, and of the wharves
at Monieal, may interest some of the readers of the Journal. The former
runs out one-fourth of a mile into the river, is 32 feet wide, and ends in a T,
with 200 feet front. A single track is laid on one side, the other side being
required for carts and passengers. On the face of the T there is a wide
platform for freight, and on the upper side of the wharf piles are driven at
a distance of about 8 feet, and on these and on the edge of the wharf lum-
ber is piled, so as to be ready for the cars without interfering with the traffic.
On the approach of winter, the platform, turntables, office, etc, are removed,
but the track is left, being secured to the timber^ of the wharf Ice soon
forms in that climate, the river rises rapidly above the wharf which is under
Water from the beginning of December to the end of April, when the ice
i**^
*»C^
118
Notes on Practical Engtneerin^.
dams below give way and the water falls in a few hours to its ordinary
level. The piles to which the steamboat is moored, and which serve as
fenders also, are drawn by the rising of the ice, they are then cut out, taken
ashore, and driven again the following spring.
The transverse section, fig. 1, shows the mode of construction. The sides
are formed of horizontal courses of white pine with a batter of 2 inches to
the foot rise, the ties are of round tamarack below water and of white cedar
above, they are 10 feet apart, 8 inches square at the outer end and let 4 inches
into the superior and inferior courses. The face timbers are further secured
by a piece of | inches square iron, ragged, 3 feet long driven into a ^ round
hole, each 10 feet of each course. Ties break joints, not as in brick work,
but by steps, as it were, so as to offer their entire surface to the slate with
which the wharf is filled to the dotted line, fig. 1. The side or face timbers
are capped with an oak plate, and on the T they are further steadied and se-
cured by a block and strap firmly bolted to the ties and face timbers as seen
2. in fig. 2. The face of the
wharf is planked. The upper
end of the planks are ht 2 in.
into the oak plate, as seen in
figs. 1 and 2, and their feet are
kept in place by the outer sill,
which will be readily under-
stood by the " plan" of the low-
eat course, fig. 1. The inner
ends of the ties are dove-tailed
into the middle longitudinal
timbers, which are merely flatted, and of the cheapest kind of wood. The
comers of the T are arranged as in fig. 3, which is a plan of the upper
course with the oak plate remov-
ed. The face timbers lap at
the corners, they are rounded
off by a piece of oak, which
with 3 or 4 of the plank, also of
oak at this point, are firmly held
in their places by iron straps
bolted to the timbers, and also to
a pile driven into each corner of
the T. The foot of the oak cor-
ner timber is nearly triangular
in section, and just fills the space
between the face timbers and the
outer sills, which are also lapped.
After eight years exposure, these
comers remain as at first The wharf was commenced at the shore and
Notes on Practicdt Engineering. £H|
carried out 1200 feet ia one continuous mass of timbers, the T was sunk at
the end of the wharf, and held in its place by piles ; the timbers above
the level of the water are also continuous with the upper timbers of the
wharf
The river front of the city of Montreal is protected and adorned by a su-
perb quay of cut lime stone, about 20 feet high, a mile in length and with
numerous carriage ways leading down to the wharvcsk These are formed
of piles of white pine about 14 inches square, driven at a slope of about 2
inches to the foot. They are grooved on the two edges so as to receive an
oak tongue about 3x4, and are secured at the top by a heavy wale timber,
at the back with blocks, ties and straps very nearly as in fig. 2, the face tim-
bers of which occupy the place of the piles. The corners arc| rounded off
very gently, which I think a mistake, as it sacrifices much room, and is in
other respects inconvenient. A heavy iron strap is carried along the face at
low water. The workmanship is unexceptionable, and the wharves might
serve as models but for one defect, which would have been avoided had the
plan been submitted to any competent engineer. The distance between the
wale at the top and the bed of the river must be more than 20 feet, and the
pressure from the filling in has caused the piles to bulge out, and in some
cases has actually forced an opening between them. The wharves are under
water several months, and when the river falls rapidly the outward pressure
from the saturated mass must be immense. The effect of this thrust, though
it could not escape the attention of the engineer, was naturally enough over-
looked by the commissioners and the respectable builders employed by them.
Except in very extreme cases there can be no difficulty in guarding against
this thrust, and in many instances this mode of constructing \vharves will
be found very advantageous. A strong current is no very serious difficulty,
and an uneven bottom, or one liable to wash — to a considerable extent — are ,
no objections. The timber is in the best position for durability, and the piles
may be bored down to the level of the water and filled with oil, tar or any
other preservative. Had the present steam pile drivers been in use in June,
1835, I believe I should have adopted this mode of construction for the rail-
way wharf When in Montreal, in 1842, 1 perceived that they were build-
ing a new wharf of crib work, which was attended with some difficulty, on
account of the slope of the river bank producing a tendency in the crib work
to slide into the channel. They had even constructed a rude coffer dam to
aid their operations, and after all it will be inferior to a piled wharf where
the thrust is properly guarded against
The wharves of the Reading railway are said to be admirably arranged,
but I am unable to speak from observation of their merits in this respect, or
of the mode of construction. The wharves described above are the best
specimens of crib work and filling which I have met with, though like all
ether structures admitting of endless variety and improvement
W. R Gfw
-Jfeto York, April, 1844 „.,,,. _ i'
'WfB Indiana Railroad Report. '(i
We desire to make our acknowledgements to J. Williams, Esq., treasarer
of the Boston and Worcester railroad company, for a copy of the " Annual
Reports of ihe Railroad Corporations, in the State of Massachusetts," as
made to the legislature, giving a statement of their operations for 1843.
The reports of the different companies, like the works to which they refer,
are got up in a style commendable to those who manage those companies.
It was our intention to have given in this number a synopsis of them, with
our annual comparative table, showing, at a glance, what each has done dur-
ing the past year — but other avocations have prevented, and it is defered un-
til the next number.
INDIANA RAILROAD REPORT. ,
We find in the Indiana State Sentinel of March 6th, the report of tne
Madison and Indianapolis railroad company, which we give at length, that
our readers may know what is going on in the west. This report shows a
very favorable and progressive state of affairs, and must stimulate those in-
terested in the work to renewed efforts for its speedy completion. We find
in this report a 'beautiful illustration of the advantages of long., over shorty
railroads. The rapid increase of receipts per week, when a new section of
the road was opened for use, even though but a few miles in length, shows
conclusively that eis our railroad system is extended, and different roads are
connected with each other, the business will increase almost in a geometrical
ratio, and that roads which now scarcely pay expenses, will become profit-
able works, and good investments. We shall be gratified to record the com-
pletion of this road to Indianapolis, and then its continuance to Lafayette and
lake Michigan. Accompanying the report is a statement showing the de-
tails of the freight transportation during the year.
To the directors of the Madison and Indianapolis railroad company :
One year having elapsed since the company took possession of the State's
portion of the road, and since I have had the superintendance of all the af-
&ir8 of the company, I deem it necessary and appropriate to lay before the*
board of directors as full a statement of the operations of the road, both as to-
transportation and construction, as circumstances will enable me and a pro-
per understanding of the affairs and finances of the company may seem to
require.
At the time the company took possession of the State's portion of the road
and the consequent charge of the operations in transportation, the cars were
running a distance of 28 miles, to Griffith's. Owing to the severe weather
which continued to a late period in the spring of 1843, the road was not com-
pleted to Scipio until the 1st of June, at which time the cars commenced run-
ning to that point, being an extension of only three miles ; at this point the
northern terminus of the road continued until the 1st -of September, a period
of three months. On the 1st of September we extended the running of the
cars to Elizabethtown, a distance of seven miles from Scipio, and ten miles
from Griffith's, On the 1st of February we commenced running the cars
to Clifty, being a further extension of 4^ miles, and to a point about 2 J miles
south of Columbus, making an entire extension of the road complete, 14^
miles north of Griffith's.
The further completion of the superstructure to Columbus is in progress,
Indiana Railroad Repor^ 131
being so near completion as to secure the expectation that we may ran the
cars to that point in the course of the next two months.
Under authority of an order of the board, I contracted in August last with
Mr. John McNickle, of Covington, (Ky.) for 180 tons of railroad iron, be-
ing a quantity, estimated sufficient to iron the road to Columbus. Of this
iron, 110 tons have been delivered and mostly laid down. The balance, ac-
cording to contract, is to be in readiness by the time the superstructure is pre-
pared for it. For this iron, acceptances have been given for the first fifty
tons, at 4 months — for the next fifty tons 6 months, and for the remaining
portion at 5 months from the periods of delivery respectively. The accep-
tances have been made by drafts drawn by me, as treasurer of the company,
on, and accepted and endorsed by gentlemen friendly to the road, who have
lent their names to the company to aid in procuring the iron.
The progress of the contractors for building the superstructure between
Columbus and Edinburg has been tardy, but not more so than could reason-
ably be expected. Considerable progress has, however, been made, and if
some additional aid could be rendered 1)y substituting more available means,
we might hope to have the superstructure complete to Edinburg in the course
of the next autumn.
The survey and estimate of that portion of Jhe^ifie^f the road between
Edinburg and Indianapolis, whichJwas' completed last'summer, shows that
the grading and bridging efthis part of the road will cost much less in pro-
portion to distaaecf than that portion south of Edinburg. The whole esti-
mate for grading and bridging the 30 miles being only $96,500. The ope-
rations in the repairs of the road in use have been steadily in progress, but
have been limited and confined to such repairs and improvements as seemed
indispensable to the preservation of the embankments and superstructures,
and such other work as was necessary to the successful operations on the
load and the safe running of the cars^"-'''
This limitation was in a measure imperative from the necessity of meet*
ing the company's obligations on paper given for iron, and on which various
persons had kindly lent their names as security, and which every honorable
consideration to tl^ia,^d preservation of the credit of the company required
should be promptly met Had abundant means been at command, a more
extended operation in repairs might with propriety have been gone into ; but
none has been neglected which a proper regard for the preservation of the
road required. Much more has been done in this regard than had been per-
formed the previous year while under the care of the State, and the condi-
tion of the road is as safe and favorable for the running of the cars and the
general operations of its business as when the company took possession of it ;
ud the preservation of the superstructure is much better secured, in that
pK)rtion at least, which relates to the bridges.
A permanent depot has been completed at Madison, at a cost of nearly
$1,200. Others of a cheap character have been provided by the lessors at
Scipio and Elizabethtown, and a tempor^y one at Clifty, at the expense of
the company ; all of which have begif necessary for the accommodation of
the business of the road. The ^mpts from transportation and passengers
have been favorable and have/ihet my anticipations suggested to the board
on a former occasion, although our charges on many articles of freight are
^too low. The receipts cp4ld not be expected to increase much while the
road was unextended, and, indeed, as our charges were 25 per cent, below
those charged by the State, it should not have surprised us if there had been
a falling off in the receipts for the three months, and over, that we remained
at Griffith's, but there has been a gradual increase in the business and re-
/
|S|S Indiana Railroad Report
ceipts of the road ; increasing greatly as it has been extended ; the weekly
receipts running up from $240 to near $1000, and the business accumulating
beyond the means of our motive power to perform. The receipts for trans-
portation and passengers for the 3^ months that our northern terminus
remained at Griffith's, averaged $270 per week, and for the next three ,
months while we were at Scipio, (an extension of three miles only) the week-
ly receipts averaged $400, and for the succeeding 5 months, our northern
terminus being at Elizabethtown, (a further extension of seven miles,) the
weekly average receipts were $560, and since we have extended the running :
of the cars to Clifty, a further distance of 4^ miles, we find that additional
engines and cars are required to do the work, and our receipts running from
800 to over 1000 dollars per week.
This fully illustrates the certainty of greatly increased business as we ex-
tend the road into the interior. The ratio of increase in business will be
equal to the square of the distance of each extension. These facts and con-
siderations should, it seems to me, encourage the friends of the road and all
interested, (and all on the line or within available distance of it, and all in-
terior Indiana, are deeply interested.) to persevere in efforts to carry it through.
The total amount of receipts, exclusive of railroad scrip, from the 20th
February, 1843, to the 3d February, 1844, have been $24,385 17 of which
the sum of $22,110 33 were receipts from transportation.
The remainder were receipts on stock subscriptions and miscellaneous.
The receipts for the unexpired portion of the year since the company took
possession of the road will probably swell the receipts from transportation
to $24,250.
At the period of our taking charge of the road, I signified my belief that
the receipts from transportation would, with the other funds then on hand in
State scrip, be sufficient to meet the demands against the company on the
first iron contract, within one year from that date. This expectation has
been fully realized, but the diversion given by the board to a portion of the
receipts together with the necessity of paying for spikes, iron, freights, etc.,
has left a small portion of that debt yet unpaid ; say about $1500, but a por-
tion of this will still be discharged out of the receipts accrued within the
year. There has been paid out of this fund set apart to meet this iron con-
tract an amount larger than the unpaid residue of the iron debt. The con-
tract with Col. McNickle for 180 tons of iron for extending the road to Co-
lumbus, will, including iron for spikes, call for the payment of about $11,000
to be paid on acceptances as suggested in a former part of this report, the
means for which, I have no doubt, will be realized in the receipts for trans-
portation in time for the maturity of the paper.
The required amount anticipated for the current expenditures for road re-
pairs, cars, etc., will doubtless exceed, by a considerable sum, the outlays for
the same purposes for the past year, but the greatly increasing business and
consequent receipts from the road, it is presumed will cover such additional
expenditure, except the purchase of an additional locomotive engine, which
I deem indispensable, and respectfully recommend the board to authorize to
be procured if means can be devised for its purchase.
I have, in pursuance of the order of the board, contracted with Messrs.
W. N. Jackson and John D. Morris for the building'of a suitable depot at
Columbus ; a duplicate of the article of agreement is on file in the office,
and will be submitted to the board.
The main portion of the deed.s given the company for lands subscribed,
have been sent to the proper counties and recorded ; an accoimt of the ex- ..
penso of which will be submitted to the board.
■I.J.'... L.ijL^ .i.''-:- :'■- _ ...Ji-j'U-- .•»-._.;.- ;'2''
Indiana Railroad Report. - 123
I deem it due to the several officers in the service of the company, as well
as the hands empJoyed in the various departments, to testify to the industry
and fidelity of each and all, and that during the great press of business for
the last few months they have been subject to severe labor and exposure
which they have gone through with cheerfulness and alacrity.
The greatly increased business of the road will require, without delay,
some more efficient means of transportation over the plain at the Madison
hill. The tardy and expensive mode now employed, together with the still
more injurious results of delay, unavoidable in the present mode, render a
change in this respect extremely desirable if not indispensable. The em-
ployment of a locomotive engine adequate to the business of the road, would
save, in money and time, which is precious, an amount equal to its cost in a
short time, besides other important advantages that would result from its
adoption. The condition of the slip at the plain is not at this time safe for
the use of such an engine, but this, however, could be placed in a suitable
condition by the time the engine can be procured. The amount of debt con-
tracted by the last purchase of iron will require the nett income of the road
for the main portion of the year to discharge it, and of course no considera-
ble amount can with propriety be calculated upon from that source for the
purchase of an engine. But if the nett proceeds of the road for a period be-
yond the payment of the present iron debt, can by any mean^be anticipated,
it seems to me that the engine should be ordered forth witlj.
The remarkable weather which has visited us for nearly the whole time
since the company has been running the cars, has been alike unfavorable to
road repairs and to the business of the road, while its effects upon the em-
bankments, cuts and foundations have been such as sh^d be expected from,
the constantly wet condition of the earth.
This has been equally un&.vorable to the running of the trains ; the track
being, much of the time, so slippery that the engines could not take over the
road more than one-half to two-thirds of the tonnage that can be taken in
favorable weather. Yet with all these difficulties an amount of businees
has been done (as will be seen by th^ tabular statements) far beyond any
previous year, and repairs have been made also to a larger amount
With obstacles thus difficult and opposing, and with a tariff of charges,
on an average at least 25 per cent, below that charged by the State, the re-
ceipts from transportation for the year ensuing the time of our talung pos-
session of the road will have amounted to rising $24,000, not in outstanding
and imavailable debts, but in actual cash receipts. The nett proceeds of the
road, after deducting the rent to the State, will not vary much from 10 per
cent, on the capital stock of the company paid in ; which amount will be
subject to division among the stock, to be carried to the credit of the stock-
holders as so much additional stock, agreeable to the consent in writing of
most of the stockholders on file in the office, or to remain as a surplus to be
hereafter divided
But if the board should deem it advisable to declare a dividend, I would
recommend that it should not exceed 8 per cent., leaving an overplus for fu-
ture disposition.
Statements will be exhibited to the board for its information, showing the
general state of our finances, and the amount of receipts and disbursements
\mder each appropriate head, together with tables showing the state of my
account with the company as its treasurer, to which I invite a searching
scrutiny by the board.
Believing the taking proper care of money when earned, as important as
to earn much, I have carefully watched the operation of our system of ac-
124
Indiana Railroad Report.
countability, and checks, and balances, and have examined the waybilis and
collated and compared the results with the weekly statements of the clerks
of transportation and conductor, upon which these payments are made to
the treasurer, and find that the system, though not pe/fect, is, if fully carried
out, sufficiently guarded for the protection of our funds, and which is further
secured by honest and faithful officers, having charge of th^ departments of
transportation.
This being the first year of the company's operation in transportation and
control of the road, much interest has been manifested by the stockholders
and the public as to its management and probable results which would flow
from an extension of the road, both as to its own revenue and utility to the
public. The practical illustrations which have resulted from this one year's
experiment, in our system of management, accountability and economy, to-
gether with the certain favorable eflfects of the extension of the road on its
business and revenue, should be highly gratifying and encouraging to all
the friends of the road ; and although this great undertaking (so far as the
company is concerned,) is in its infancy, yet we have good reason to hope
that the ultimate results will be alike propitious in profit to the shareholders
and general utility to the community.
In the management of a business so large as is now commanded by this
Toad, and where every interest, so far as regards the details of its manage-
ment, is antagonistical to the interest of the company — added to the fact that
some delight in, and are incessant in manufacturing clamor, it could not but
be expected that complaints would be made ; but so far as these several con-
flicting interests have depended upon my action, I have carefully consulted
my best judgment, 'and when convinced of the right and proper course, I
have carried it out, as I hope, with firmness and moderation, and hold my-
self responsible to the board and to the stockholders for my action as their
agent and representative. All of which is respectfully submitted.
Madison, Feb. 22, 1844. N. B. Palmer, President.
The following table will show the amount and quantity of the several ar-
ticles of freight (inward bound) or going south, which passed over the rail-
road from the 20th of February, 1843, to the 3d of February, 1844. A
statement of the outward bound freights, together with other interesting tables,
will be shortly published, but which are not at this time in perfect readine
through passengers,
way "
hhds.
2,340
2,»74
402 hhds. bacon,
243,763 bacon and bulk pork,
15,038^ bushels wheat,
5,570 bbls. flour,
260,918 lbs. miscellaneous freight,
1,382^ bushels flaxseed,
1,956 kegs lard,
1,157 bbls. lard,
1,981 bbls. pork, ».-- ' -r.^v
1,153 cords wood, -\.
210,692 pounds hay, '' "'•
17,376 live hogs, ^' ^^■
483 slaughtered hogs,
1 1 bushels com,
43,838 pounds hemp,
254,306 pounds tobacco.
158 bushels meal.
1,328 flour barrels,
31 i bushels barley,
87^ bushels grass seed,
20,324 hoop poles,
489 bushels potatoes,
head cattle,
head horses,
bbls. whiskey,
pork barrels.
{)ounds furniture,
a
18
281
256
2,211
23,277
868 lard kegs,
325,286 feet poplar lumber,
4,535 feet ash and cherry do.,
92 car loads staves,
11 perch stone,
89^ thousands shingles,
365 bacon hhds.,
18 carriages,
757 bushels oats.
:r\-
'i:.
Lord Rosses TtUscopt,^^ ^ 196
The following description of preparing the speculum for a large telescope
will be found interesting to many of our readers. It is taken from the Feb-
ruary number of " The Civil Engineer and Architect's Journal." ^ ^^.
LORD BOSSE's telescope. "^ '
At a meeting of the Belfast Natural History Society, the steps by which -
difficulties were overcome in making the speculum, were explained by Mr.
Stevelly in detail, under the following heads :
Metal for the Speculum. — The metallic alloy for the speculum con-
sists of four atoms or chemical combining proportionals of copper to one of
tin, or by weight 1264 copper to 689 tin. This alloy, which is a true
chemical compound, is of a brilliant white lustre, has a specific gravity of
S-Sll ; a twelfth of a cubic foot, or 144 cubic inches of it, weighing, there-
fore, a little over 45| lbs. avoirdupoise, or to allow for all waste when casting, .
60 lbs. which is the rule by which Lord Rosse estimates the weight of metal .
he requires. This alloy is nearly as hard as steel, and yet is almost as brit-
tle as sealing wax. Of this most unpromising material Lord Rosse has cast,
ground, and has ready for polishing, a circular mass, 6 feet in diameter, SJ
mches thick, and weighing upwards of three tons, with a surface perfectly
free from crack or flaw, and quite homogeneous. The next head is
Casting. — On the first castings having flown into pieces, finding that the
fragments no longer fitted each other in their former places, he perceived •
that they had been in a state of violent strain arising from the cooling and -
setting of the outer parts, while the inner parts, yet fluid, were also largely
expanded by the heat ; this, and the porous surfece, led him by many stages
and trials to the remedy, which is simple and complete. The bottom of the
mould is made of a ring of bar iron, packed full of slips of iron hoops set on
their edges, which lie in parallel cords of the ring. These, though packed ■
very tightly together, and so closely fitting that the melted metal cannot run
between them, yet allow any air that is carried down to the bottom of the
mould when the metal is cast in, to pass out through the interstices. After ;
the ring is packed, it is secured in a lathe, and the face, which is to be the f-
bottom of the mould, turned true to the convex shape to fit the concave spec- *■
ulum required. It is then placed flat on the ground by spirit levels (between *'
the surface in which the metal is melted, and the annealing oven,) and the
mould completed at the side with sand, in the way practised by founders, but
left open at the top. The metal is then melted in cast iron crucibles ; wrought -,
iron would be corroded by the speculum metal, and injure its properties, while •
fire clay crucibles will not answer. Unless the crucibles be cast with their *
bottoms downward, they will be porous, and the metal alloy will run through *
their fine pores. When the metal is melted, and still much too hot to pour, ^
the crucibles are brought by a crane, and set firmly, each in a strong hoop
iroii cradle, which turns on gudgeons, and so arranged round the mould
that when the handles of the cradles are depressed, they pour out their mol-
ten mass direct into the mould. An oxide forms rapidly on the surface of ^-
the metal while too hot — this is as rapidly reduced back to the metallic state '
bv constantly stirring it with a pine rod ; as the temperature sinks, the in- ■
stimt this reduction of the oxide begins to cease, is seized on as the proper ;
moment for pouring. The liquid mass descends with a few fiery splashes,
and after waving back and forward for a few seconds, the surface becomes •
stilL The setting process begins at the hoop iron bottom, where a thin film *
first sets — ^the process extends upwards in horizontal layers, and at length «
the top, thou'gh red, becomes fixed in form ; the mass is then as tough as
1S5 Liord Rosses Telescope.
1.
■"TJ.i
melting glass, and being turned out of the mould upon a proper trucV, With
the fac© upwards, is drawn into the oven to undergo the process of
Annealing — or very slow cooling. Here it is built up into the oven,
previously heated red hot, and fire is kept up under the floor of the oven for
some days ; the under fire places are then stopped, and all left for weeks to
cool down to the temperature of the air. The six feet speculum vras left
here sixteen weeks. Here the particles of the alloy slowly arrange them-
selves into the arrangement in which the aggregating forces are in equili-
brium, or natural and equal antagonist tension. When the oven is opened,
the speculum is removed to the workshop, to undergo the process of
Grinding — which process was illustrated by working a model. In the
workshop it is placed on a circular table, in a cistern filled with water, of
temperature, say 55^^ Fahrenheit, with the face to be ground upwards. The
circular table is turned round by the motion of the grinding engine. But
first, the edge is made truJy cylindrical by being surrounded by many pieces
of deal board set in an iron ring pressing against the edge ; emery being in-
troduced as it turns round, soon grinds it cylindrical j it is then placed in the
box in which it is to be used ; here it is firmly secured by a ring of iron
brought to embrace, firmly yet gently, its now truly cylindrical edge. The
box and speculum, with the face to be ground placed upwards, is now again
placed on the circular table in the cistern of water. Emery and water be-
ing placed upon it, the grinding disk is laid on, which is a cast iron plate
turned at one surface to the shape to fit the speculum when ground, and
grooved on that surface with many annular grooves concentric with the plate,
and with many straight grooves running across at right angles to each other.
The back of this grinding plate is ribbed with six or eight radial ribs, to
give it stiffness. This plate sits rater loosely in a ring of iron a little larger .
in diameter, which is driven back and forward by the motion of the steam-
engine. This ring has two motions, longitudinal and transverse. The en-
gine causes it to make 24^ strokes for one turn of the speculum on its axis
under the grinding disk, about 80 strokes taking place in a minute ; the
length of this stroke is one-third of the diameter of the speculum. The
motion is produced by an eccentric pin. The transverse stroke takes place
172 times for each turn of the speculum, and its extent is. at the centre of
the speculum, -^^ of the diameter of the speculum ; it is produced by an
eccentric fork. A fourth motion takes place by the grinding disk, while for
an instant free of the ring, at the turn of the eccentrics, being carried round
a little by the speculum, on which it is then lying as it were free ; this causes
it to turn once for about 15 turns of the speculum. Emery and water being
constantly supplied, the surfaces of the grinding disk and speculum in a few
hours grind each other truly spherical, whatever be their original defects of
form. The process is finished, when, upon drawing off the grinding disk
with one steady long pull, the surface of the speculum is left every where
uniformly covered with the fine emery arranged in uniform lines, parallel to
the hne in which the disk was drawn off. A slight polish being now given
to the speculum, its focal length is tested by a very simple process. The
floors of the loft above the workshop, in the tower of the castle, contain trap
; doors, which are now opened, and a mast erected on the top of the tower,
which carries at its top a short cross arm, to the under surfare of which a
watch dial is fastened, the face of the dial looking down on the speculum,
. now directly under it, and at a distance of 97 feet. A temporary eye piece
erected in the upper floor of the tower, soon finds the place of the faint and
still imperfect image of the watch dial, the proper place of which is a mat-
ter of simple calculation, if the speculum be ground to the expected foctis.
• • . .V "j-*'i 'i -ti, •- -.>>. -1 s'.'
An Enormous Steam Engind. '" X^s'.- W'
If it be found incorrect, the grinding disk is rendered a little more flat, or a
little more convex, and the grinding process is renewed, and so on, until the
spherical face of the speculum is given its proper length of radius. When
this is accomplished, tne brilliant reflecting surface, and true form for pro-
ducing a good image, is given to the speculum by the final process of
Polishing. — In this, two matters require attention, the polishing powder
and the surface of the polisher. The powder used by Lord Rosse is not
putty or oxide of tin, as used by Newton and his followers, but red oxide of
iron procured by precipitation from green vitriol or sulphate of iron by water
of ammonia ; this is to be heated carefully in an iron crucible, for it has a
tendency to take fire, and thus run many particles into one, and render the
polishing powder too coarse. The surface of the polisher used by Newton
was pitch in a very thin layer. Instead of pitch, which Lord Rosse found
too full of gritty impurities, he uses resin tempered with spirit of turpentine,
A large quantity of resin being melted, the spirit of turpentine is poured in,
and well mixed and incorporated (about a fifth by weight suffices.) The
proper temper is known by taking up a little on an iron rod, and putting it
mto the water until it acquires the temperature, say of 55° Fahrenheit
Then if the thumb nail make a slight but decided impression, it is rightly
tempered ; if not, more resin or more spirit of turpentine is added, until the
proper temper is attained. The tempered resin is now divided into two par-
cels ; to the one parcel a fourth part (by weight) of wheaten flour is added
to give it tenacity and diminish its adhesiveness. This is incorporated by
stirring until it becomes clear. To the other parcel an equal weight of resin
ia addal, which makes it very hard. Upon this, when cooled to 55°, the
nail will scarcely make an impression. The grinding disk, with its spheri-
cal surface turned upwards, is now heated by fire underneath, and the resin
rendered tenacious by flour laid on with a brush in a thin even coat about
150° Fahrenheit. This coat and the grinding disk are then allowed to cool
down to about 100<^ Fahrenheit, when a thin coat of hard tempered resin is
laid on as evenly and thin as possible. The smooth ground concave specu-
lum is now covered with a creamy coat of the fine polishing powder and
water, and the warm polishing surface turned down upon it at about 80^
Fahrenheit, when it soon takes the form of the speculum as in a mould ;
care must be taken not to put on the polishing plate too hot for fear of crack-
ing the speculum, which the interposed creamy polishing powder helps to
protect ; nor too cold, else it will not take the proper figure. 'The grinding
engine now gives the same motions to the polishing plate as before, but its
weight is much diminished by counterpoising it The soft tenacious coat
below, and the grooves on the surface of the grinding disk, permit the pro-
per lateral expansion, while the hard outer coating retains its form, and holds
firmly embedded the particles of polishing powder. The pohshing now
proceeds rapidly, and as soon as what is technically called the black polish
is attained, the defining power is judged of by examining the minute divis-
ions of the image of the watch dial under an eye piece of high power. The
true form is known to be given as the polishing proceeds, if the focal length
slowly increases in a tabulated proportion to the time. The six foot specu-
lum it is expected will be finished after six hours* polishing.
An Enormous Steam Engine — by far the largest ever constructed — is
now in process of manufacture at Harvey and Go's, foundry, Hayle ; the
piston rod, which was forged last week, is 19 feet long, 13 inches diameter
m the middle, and 16 inches in the core ; and weighs 3 tons 16 cwt It will
work in an 80 inch cylinder, which will stand in the middle of another cyl-
198
J»^f^fSk Itemsi ■■■'''- -^^^^ ^^■
i
inder, of 144 inclies diameter. Five other piston rods will wort t)etween
the inner and outer cylinders. We conclude, for this has not been explained
to us, that the piston of the external giant cylinder will be perforated in the
middle for the 80 inch cylinder to stand in it, and will work between the two.
The 80 inch cylinder was cast last week, and the large one will be cast soon.
The pumps are to be 64 inches in diameter ; a measurement which may af-
ford some idea of the size of the engine. It is intended for draining Haer-
lem lake, in Holland, and it is expected that other orders for similar engines
will be received from the same quarter. It is truly gratifying to us to ob-
serve that Cornish engineers still keep so far in advance of all the world,
and not less gratifying to see that foreign powers know and can appreciate
their excellence. Let this wonder of engineering and mechanical skill be
considered, as well as the duty done by our common mine engine ; and it
must be confessed that our Cornish mechanics are, in this branch, far in ad-
vance of every competitor ; and we may reasonably hope, as superior merit
must be appreciated at last, that our engine foundries will at length have
their full share of public and government patronage.
Bothwai/s Iron Blocks. — An experiment has been made in Plymouth
dockyard, to try the comparative strength of Mr. Bothway's single metal
blocks against the rope it is calculated to take, viz., a 3 inch one. A rope
of that size was rove in the block, and one end brought to a windlass, and
hove on until it broke. A 3| inch was then tried ; though larger than re-
quired for such a block, this also gave way ; and the last is considered by
practical men fully equal to the powers of an 8 or 9 inch block. The iron
blocks have also another great recommendation in doing away with the rope
strappings, as many serious accidents have occurred by their breaking. —
Itondon Mech. Mag.
Street Sweeping by Machinery. — The first exhibition in the metropolis
of the self loading cart, or street sweeping machine, which has for some
time been in use in Manchester, and is fully described in the " Mechanics*
Magazine," No. 1014, took place recently on the wood pavement in Regent
street, and attracted crowds of persons to view its very novel apparatus.
The cart was drawn by two horses, and attended by a driver, and as it pro-
ceeded caused the rotary motion of the wheels to raise the loose soil from
the surface of the wood, and deposite it in a vehicle attached to the cart
Proceeding at a moderate rate through Regent street, the cart left behind it
a well swept track, which formed a striking contrast with the adjacent ground.
It filled itself in a space of six minutes, its power being equal to that of forty
men, and its operation being of a three fold nature — that of sweeping, load-
ing and carrying at the same time, which imder the old process formed three
distinct operations. — Ibid.
A Handsome Present. — The little steamer built by Mehemet Ali to send
as a present to the Sultan, is a most splendid little vessel, furnished in a most
costly style. The cabins are entirely built of rosewood and mahogany,
with silver columns, and rich satin curtains covered with gol^. She is
schooner rigged, and the masts are all of solid cherry wood. The engines
are of thirty-six horse power, and there is no doubt that she will be a most
acceptable gift to the Sultan as a pleasure yacht. — Herapath'j Journal.
CONTENTS:
T
ingiperiiig— :
Cost of trancportation ou railroads. — Charles
Ellet.Jr. C. E.,
Inntitute of civil engineers,
Communication. — X.,
Rate* of tua and rates of ipeed on raiIroa<l(,
Page.
Notes on practical e;
98'Indiana railroad repory
106 Lord Ilossn's telescop*;
No. 6,
109
111
An enonaoua XMUna^jjuw.
Itemt, 1 ""
16
120
125
1»
LlM^
tMt'in. AMERICAN
'»» RAILROAD JOURNAL,
<')•'
A;h:c- ■'-' "' '.■ AND -
;; MECHANICS' MAGAZINE^.
tiAl.!*
Piiblighed Monthly at 23 Chambers-st New York, \ \ By GEO. C. 8CF?AEFFER, and
«t »2 a-year, in advance, or ') copies lor $5. S f !*• ". MINOR, Editors.
Ko. 5, Vol. 2. \ ]UAV \<iLAA J Whole No. 436.
Third Series. \ MAY, 1044. \ Vol. XVU.
■WEAR AND TEAR, AND DESTRUCTION OF IRON RAILS. •''- ^ ■ "■ - i»
We had hoped that ere this we should have received from some of our
correspondents a review of Mr. EUet's communications on '• the cost of trans>
portation on railroads." In these there is much in which we concur ; but
there is, on the other hand, so much of error mixed up with the truths that
they contain, that it is extremely desirable that some practical engineer, who
has constructed and managed railroads, should review them, and inform the
readers of the Journal, many of whom are large stockholders in their un-
dertakings, where the views taken in Mr. EUet's papers are correct, and
where erroneous.
On one point it seems to be generally conceded that Mr. E. has adopted
most exaggerated views. We mean in relation to the wear and tear and de-
struction of iron rails. This has been hitherto much greater apparantlp^
than it is really, from the disposition of railroad companies, both in England
and America, to progress in the improvement of their superstructures with
the increase of their business, which has led them often to substitute a heavier
rail for a lighter, long before the latter had given out, and in some cases
even before it was materially injured. It is obvious, however, that what-
ever may have been hitherto a fair allowance for the wear and tear of iron,
a very small one comparatively will be sufficient hereafter^ for the following
reasons: • - \'. ■ ,
1st. The value of slow motion for freights is now beginning to be geher-
kily understood, and the wear and tear and destruction of rails, occasioned
by the passage of a train oyer a railroad, is much more than proportionally
diminished with every diminution of speed.
'2d. The locomotives now being introduced for freights, with much more
adhesion, and, in consequence, much more capability than the old, have their
weights more equally diffused, and less on a single pair of wheels than the
old, and the motion of a train over a road, drawn by such a locomotive, is,
therefore, much less injurious.
' 3d. While by the use of these effective, but slightly oppressive machines,
at slow motion, the passage of a train over a railroad is much less injurious
than it formerly was, inasmuch as the injury to the rail (that arising principal*
130 Cost of Transportation on Railroads.
» ■
ly from the passage of the locomotive and not of the cars,) is but little more
for a long than a short train, the amount of injury per ton conveyed i*
still farther diminished compared with what it has been, in consequence of
the increased length of trains.
For the above reasons it is obvious that Mr. EUet's calculations, as to the
wear and tear of railroad iron, per ton conveyed, deduced from roads on
which high speeds, engines with great weight on a single pair of wheels,
and short trains, are run, must necessarily be immensely exaggerated, when
applied to the Reading railroad, on which, if we are correctly informed, 8
wheel engines, at a moderate velocity,draw trains averaging 160 tons nett,and
on which, it is believed, that engines of the same weight with those now em-
ployed, so constructed as to have the benefit of their whole adhesion, and
with the weight equally divided on all the wheels, (so as to have but little
more Aveight on a wheel than the weight on an ordinary car wheel,) may
draw 300 tons. With such engines, and we have no doubt they will be ere
long introduced on the Reading and other roads, the iron of railroads may
be expected to last as long, with slow transportation on locomotive as on
horse power railroads, and on the latter the wear of a well made edge rail
may be considered so small an item, as to be scarcely worthy of consider-
ation.
We have designed in the above remarks only to advert to the subject
noticed in them, by way of inviting the attention of some intelligent and prac-
tical professional gentleman to it, and to the other elements of the cost of
transportation on railroads considered in Mr. EUet's communications. We
have indeed to regret that those members of the profession of civil engineers
who could do most to enlighten the public mind on subjects connected with
their profession, have but rarely listened to our appeals to them. We shall
continue to hope, however, that this may be more the case hereafter than it
has been heretofore, and that those whose experience is greatest in their pro
fession may be willing occasionally to present through our columns their
views on important professional subjects in relation to which it is desirable
that the public mind should receive correct impressions. ^
BALTIMORE AND OHIO RAILSOAD TRANSPORTATION OP IIEAVT FREIGHTS.
Through the politeness of B. H. Latrobe, Esq., chief engineer, we have
received a pamphlet, entitled " Two replies of the Baltimore and Ohio rail-
road company, to interrogatories propounded to the said company by the
house of delagates of Maryland." The main object of the inquiries ap-
pears to have been to ascertain the rates per ion at which " the railroad com-
pany would engage to transport coal, iron, etc., from Cumberland to dam
No. 6, provided an arrangement be made for such transportation to last for
two, and also for twelve years, or permanently." To these, and other in-
quiries, the company replied, under date of 1st February, 1844, as follows,
to the 1st and 3d inquiries — the answer to the 2d, 4th and 5th are here omit-
ted, a| the whole subject is fully answered in the reply of the company,
^L
Cost of Transportation on Railroads,
131
through their able president, Louis McLane Esq., in answer to a second
call from the house of delegates, which, with the accompanying estimates,
v* and statements, we give at full length. -^^x--
1st inquiry. What is "the lowest rate of toll per ton per mile at which
. ; the company would agree to transport coal^ iron, etc., from Cumberland to
dam No. 6, etc.
" 1st. That, prorided a satisfactory arrangement be made within the en-
suing twelve months, for the transportation of not less than 105,000 tons of
cdal annually, in equal daily quantities, during the canal season, assumed to
be 250 day.s, from Cumberland to dam No. 6, to continue for twelve years
or permanently, this company will engage to transport that amount, or any
greater quantity not exceeding 500,000 tons as aforesaid, between those ooints
at 1^ cent per ton per mile."
2d Inquiry, Requests a " statement of the relative cost of transportation
by mean« of the railroad and canal from Cumberland to Greorgetown, and
by the canal alone, if finished," to the latter place. ">: : . -
* . " 3d. That this company decline to assert positively the lowest cost of
transportation by the canal alone, if finished from Georgetown to Cumber-
land^ but assuming such cost to be, as stated in the report of the canal com-
pany of the 16th of November last, 1 ^^^ of a cent per ton per mile, the
relative cost of transportation by means of the railroad from Cumberland to
dam No. 6, and thence by canal to Georgetown^ and by the canal alone, if
finished from the same to the same, will appear as follows : ■ >f? ; - V
" Tolls and charges on railroad to dam No. 6, 45 miles at 1 J cent, 60
* Tolls and transportation on the canal from dam No. 6 to George-
town, 136 miles at 1 1^^^ cent per mile. 1 70^
* The cost of transporting a ton of coal from Cumberland to George-
town by the canal alone, 184^ miles, at the above rate of 1 i
$2 30^
26t
OQO
cent per ton per mile, $2 31"
From the estimates here given, which have unquestionably been made
with great care, it will be seen that heavy freights may be carried on a rail-
road at very low rates, and at a fair profit — where the trade is regular arid
certain.
These " replies" arfe from practical men who have been long in the school
of experience— and will be, by many, deemed conclusive answers to Mr.
EUet's theory in relation to the wear and tear of iron rails.
Office of the Baltimore and Ohio railroad company^ Iv
February 15th, 1844.
To the honorabU the speaker of the h»ust of delsgates :
Sia: I had the honor to receive on the 12th inst, the order of the house
of delegates passed on the 10th, and having at the earliest day practicable
submitted it to the board of directors of this company, I am authorized to
transmit the following reply. ' >.;
In the first place, the board desire it should be distinctly understood that
the investigation into which the house of delegates have been led, has been
without their prompting or knowledge, and that in responding to inquiries
into their resources and business, which, by exposing in detail the course and
results of a single branch of their operations, may possibly lead to errone-
ous inferences in respect to others — without a like opportunity of ezplaaa-
.>-'i......i
Cost of Transportation on Railroads.
tion — they yield only to a sense of respect due to the legislature of the State t.
having so deep an interest in the trade and revenues of the road. The se-
quel of this present answer will satisfactorily show that the board need have -
no other objection to the amplest exposition of their credit and resources, and '
of the whole range of their transactions, on any other gro'ond than that al- :.
ready indicated.
The board have at no time heretofore deemed it expedient or desirahle to
make expensive preparations for the transportation of any considerable .
amount of coal from the mines in Allegheny county. It has been quite oh-
vious to them, as indeed they must presume it will be to all, that without the
facilities of railroad communication between the mines and Cumberland, the
article could not be brought to the latter point in quantities sufficient to war-
rant a large expenditure in providing means of transportation by any chan-
nel whatever. Up to this period the ultimate route of the Baltimore and
Ohio railroad from Cumberland to the Ohio river is too indeterminate to au-
thorise any attempt to extend it to any part of the coal region, and it is only
recently that the board have seen any evidence of the existence, in any other
quarter, of the capital sufficient either to construct a road to the mines, or to
develope, except in a partial degree, their resources. It would be manifestly
unwise in this company, or, as it may be presumed, in any authority what-
ever, to venture upon a large expenditure to acquire the capacity to accom-
modate a particular branch of trade, without at least some reasonable assu* •
ranee that after the capacity should be acquired, sufficient trade would exist
to employ it; and this consideration is particularly applicable to the opera-
tions of the railroad, inasmuch as the greater part of the preparations ncces- .
sary for the transportation of coal would not be needed, and could not be ad- ;■
vantageously employed in any other business.
This board, moreover, after thorough investigation of the subject in all
its bearings, have placed no great confidence in the expectations lounded ;"
upon the rapid and extensive developement of the coal of that portion of the .'
State. If the requisite capital for the purpose can be commanded, they have ^'
been unable to discover any evidence that the demand for consumption will '
be such as to authorize, on their part, at least, any great preparations for en- •
gaging in the trade. They have become convinced, on the contrary, that
many years must elapse before the demand will require more than 100,000
tons in any one year, whatever lacilities of transportation may be afforded.
It is to be observed also that to justify the railroad company in engaging ex-
tensively in the transportation of coal, at such rates as would bring it to
market upon equal terms with coal of other States, it would be necessary '•
that the trade should be large in amount, and of certain and regular supply^ ,
throughout the year ; of which, up to this time certainly, there has been no
satisfactory assurance. Of the capacity of the company, with those advan-
tages, to engage in the transportation of coal, at rates extremely profitable^ '
• and at the same tinie so low as to exclude the apprehension of rivalry from '
other works — according to any rate of charge at present known — the board
have never doubted. The estimates accompanying this ariswer. and the large
margin of profit which they exhibit upon the terms assumed, will show that
if the board would be content with a nett profit of six per cent, upon the
capital employed, it has the capacity to engage in the trade from the mines
to the city of Baltimore at rates below any other mode of transportation at
present known. The indisposition of the board, therefore, heretofore to en-
gage in the transportation of coal, has proceeded from no other apprehension
than the want of certainty and regularity in the amount ; and on this groun<L.
they have preferred waiting events, and to test the practicability of develop-.
CSo5t of TreuuporiatioK on Railroads.
m
ments so confidently predicted by others ; wdth entire confidence, at the same
.^me, that if those expectations should be realized and the trade in coal be-
come sufficiently regular and certain, they could, at any time, engage in the
transportation of it to Baltimore without danger of serious competition with
«ny other rival.
Previous to the order of the house of delegates of the ^th of January,
however, the board were officially informed by the president of the Mary-
land and New York iron and coal company, that he had procUre<i the re-
quisite funds for the construction of a railroad from the works of that com-
pany to Cumberland and was anxious for the completion of the road in the
■ihortest possible time. The same officer also verbally communicated his
desire to adopt the Baltimore and Ohio railroad to Baltimore for the trans-
portation of coal and iron, if this company woujd engage in the trade at such
rates as would enable him advantageously to do so. The investigation to
which this application led only confirmed the opinion of the board that they
might engage in the transportation with great advantage to the stockholders,
«nd upon terms which, considering the speed at which they could perform
the business, and the superiority of the Baltimore market, he might be well
content to accept. Under such circumstances, they felt an obligation not to
withhold their aid from the development of the resources of that important
region. The order of the house of delegates of the 25th January, there-
fore, came while investigations into the practicability of arrangements for
this purpose were actually in progress. A few days subsequent to the an-
swer of the board to that order, the president of the Maryland and New
York iron and coal company submitted a further and specific proposition;
and it uny be proper to remark, that in this proposition that company, of
acknowledged means and capacity, does not appear to contemplate a greater
amount of transportation than 62,i500 tons per annum for a period of five
years, and that not of coal only, but of " coal, pig iron, bar iron, fire bricks,
castings, and other manufactures of iron." The object of the propositioa
was to ascertain the terms upon which this board would tran.«port that amount
from livt mines to Baltimore, if the Maryland and New York company
would make a railroad from the mines to the depot at Cumberland, and enter
into an agreement for five years to furnish a freight, for one train of cars,
•apposed to transport 175 tons per day for three hundred days in the year.
In answer to the proposition, this board have offered to enter into an en-
gagement to transport that amount of freight, in the manner proposed, from
the mines to Baltimore^ at one and one-third cent per ton per mile, a distance
of 188 miles, with ten cents per ton for transportation through the streets of
Baltimore; and one cent per ton per mile for 188 miles in addition upon
manufactured iron, when required to be transported in house c^irs ; the Mary-
land «nd New York company to load and unload the cars. An official es-
timate, forming the basis of this ofl!er upon the part of the company, and
showing the results of the operation, is herewith submitted, marked D.
I have now to add that since the preparation oi this reply, a communica-
tion h:is been received from the president of the Maryland and New York
iron and coal company, announcing the acceptance by that company of the
foregoing ofi'er ; and stating his readiness to conclude a formal agreement
to carry out the arrangement.
With these remarks, which have been deemed proper for a full under-
standing of the whole subject, I proceed to a more particular reply to the
several questions propounded in the order of the 10th instant
rX&X. 'I'he terms " satisfactory arrangement," in the answer of the board
of the 1st instant, are to be understood to require a reasonable assurance that
134 Cktst of Transportation on Railroadx
the amount of transportation for which the company would be compelled to
qualify itself, should in good faith be furnished ; and with such regularity
and punctuality, during the period assumed, as would authorize the board to
engage in it at the low rates proposed.
If such reasonable assurance could not be given by those who are inter-
ested in the trade, and who are seeking the means of reaching the market,
it is not perceived upon what grounds they can with propriety demand a
large expenditure of money for the preparation of any means oi' transporta*
tion.
It has already been remarked that without a railroad communication from
the Frostburg mines to Cumberland, it is obviously impossible that the Te>
sources of the former can be sent forward in quantities to justify any consid-v
erable preparation of any kind ; and it is not to be supposed that these workf
will be constructed until the market shall demand an adequate supply, and.
the capital be provided to meet such supply. As the basis, therefore, of any
*' satiisfactory arrangement" contemplated in the former answer, the boanl
would require, — First, that the necessary communications from the mines
to Cumberland, should be constructed ; Second, that adequate capital for
working the mines to the proposed extent should be provided ; and Third^
that responsible parties, engaged in the business, should enter into an agree-
ment to furnish the requisite amount upon the terms and in the manner pro-
posed. The board would take it for granted that responsible parties would
not perform these things without a reasonable certainty that they wouM find
a market for the products of their labor and capital ; and until they can have
such certainty they would not be justified in demandkig extensive and unne-
cessary expenditures, of which they could not avail themselves.
2d. For the charge of I^ cent per ton per mile, as specified in their an-v
swer of the 1st instant, the board contemplates a ton of 2,240 lbs.
3d. In re(ily to this answer, and in illustration of other parts of this answer
I herewith submit a report and estimate of the superintendent of machinery
. and repairs, approved and confirmed by the chief engineer of the company,
marked B. From this it will appear that to provide the necessary "convey* -
ances, cars and machinery, to accommodate a trade of 105,000 tons, annually,
between Cumberland and dam No. 6," it will require the sum of eighty
seven thousand dollars, and for additional sideling tracks at dam No. 6, tkr^
thousand dollars, making together ninety thousand dollars ; and " for the
accommodation of 500,000 tons, annually, between the said points," it would
require $450,000, including, of course, the previous sum of $90,000.
4th. Under other circumstances, it might be a sufficient reply to the ques-
tion to state that the company expect to derive the means to enable them to
engage in the transportation they have contemplated, from those sources from
which all railroad companies derive the noeans of maintaining their workt
and carrying on their trade ; and that this board is quite incapable of ven-
turing to engage in any branch of trade, without a just reliance upon their
ability to fulfil their engagements. Upon the present occasion, however,
the board desire to give a more particular answer.
In their annual report of October, 1842, the board stand pledged not to
apply* any portion of their annual revenue to the extension of the road west
of Cumtlerland, without at least the consent of the stockholders ; and. ad-
hering to the determination to prosecute their work with the least possible
delay to the Ohio river, they would deem it unwise to use any part of their
fund appropriately applicable to the extension of the road, for the purpose
of increasing their machinery for the accommodation of trade from the pre-
set terminus.
X...-,. .^\-:,:: -r. .--■.■ X...- ^■.,\^^-'^-
I Cost of T^ransportation on Railroads. ^Ipl
■■ ■-'■!*i%"A'iV''r^"'^ '-■'■ ■ ■■ ; ' ^-^'
The trade upon the Baltimore and Ohio railroad, however, is obviously
«n the increase, and in the course of the next year may require some aug-
mentation of its machinery for the accommodation of the regular and accus-
tomed business. For this purpose, and for any new trade in which the board
may decide to engage, the ordinary and legitimate resources are the credit
and rexxntu of the company. From one of these the capital needed for the
contemplated transportation of coal must be drawn, and that either will prove
entirely adequate, is not to be doubted.
Of the solidity of its credit, this company has just reason to be proud ;
and they have the gratification to know that under its financial arrangements,
the improved economy in its operations, and the continual increase in its
business, its credit is daily becoming better entitled to public confidence. It
has, at all times, promptly complied with its obligations to the State, and to
individuals ; its ability in the fature is not less than in the past ; and its bonds
now outstanding for the debt incurred on account of the Washington road,
are in demand in the market at a premium of five per cent. If it may be
assumed that capitalists will be found to advance the requisite funds for work-
ing the mines which are to yield the coal for transportation, and for the coa-.
Mruction of the roads necessary for its conveyance to Cumberland ; or if it
be probable that the same facilities may be found to raise the millions requi-
site to provide other channels of conveyance, not merely dependant upon the
developement of the trade, but in competition, as the estimates herewith sub-
mitted show, with a work in full operation, capable of transporting at as low
a cost ; the ability of this company to raise, upon its credit, some addition to
its revenae, to be employed ia a business certainly yielding a nett annual
profit of Hot less than 20 per cent, will scarcely be deemed less probable.
The revenue of the company, should h be proper to use it, presents a re-
source equally available.
The nett revenue of the last year amounted to nearly $280,000, and
eaoHgh is already known to authorize the presumption that for the present
it will not be less than $300,000. Hence it will be clear, from the estimate
already referred to, that to accommodate a coal trade of 1<^,000 tons per
annum, from the mines to dam No. 6, little more than font months of the
nett revenue will suffice ; and that for the same amount of transportation
from Cumberland to dam No. 6, a much less sum will be adequate. It is to
be remarked also, that upon either amount, should it be drawn from the
revenue, the stockholders will annually receive nearly 20 per cent, from its
new employment, and one-third per ceitt. upon the entire capital of $7,000,000.
Whether the boaid will resort to its credit or to its revenue, will depend
upon the best view they may take of the interest of the stockholders, when
it may become necessary to resort to either.
The conviction entertained by the board, of the progress and amount of
the contemplated coal trade, if the supply for consumption should immedi-
ately require the transportation of 1(^,000 tons in one year, they are quite
confidefll that after reaching that amount, whenever that may be, the annual
increase from that time, may be accommodated from the profits derived from
this branch of trade. It may well be supposed, that no one csm be found
so sanguine as to imagine that the consumption of this coal will at t^e end
of eight years require the annual transportation of more than 500,000 tonsj
and upon this hypothesis, the statement herewith submitted, marked C, will
show that the transportation of such amount at that period, as well as pre-
vious thereto will be maintained by Ae profits of this single operation, with-
out further recourse to the revenue or the credit of the company. If, how-
ever, the board should, in any degx€e be disappointed in these expectations
t», ' .^■k «^ ^
^136 - . Cost of Transportation on Railroads.
.—-which they by no means apprehend — the deficiency, small as it must ne-
cessarily be, may be readily supplitd from either of the sources already in-
dicated.
5th. In reply to this question also the attention of the house of delegates
is particularly requested to the estimates already referred to, and marked B ;
which were taken as the basis of the previous answer of the board of the
1st instant.
These estimates and the expenses of transportation are in every instance
derived from the actual experience^ not only of other companies but of this
company ; an experience in our operations of many years, and from their
uniformity, and the economy we have been enabled to introduce, all estimates
founded upon them possess, in all our calculations, the most satisfactory au-
thority.
It is to be observed also that the principal means by which we are enabled "
to engage in the transportation of coal at the low rates referred to, are found
— 1st, in the use of the approved heavy engine, possessing nearly triple the
capacity of those formerly, and now in use by the company — 2d, in the com-
parative cheapness of the description of cars, and th^ less weight they are
required to have in proportion to the load they carry — and, 3d, in the amount
and regularity and punctuality of the trade.
It may therefore be stated, that from Cumberland to dam No. 6, a distance
of 45 miles, the cost per ton per mile of transporting 1C5,COO tons in 250
days of canal navigation, is estimated at -^^^ of a cent. If the charge be
1^ cent per ton per mile, the nett profit will be t^oVu o^ ^ Cfnt'per ton per
mile ; and upon 105,000 tons transported 45 miles, or 4,725,000 tons carried
one mile, it would be $18,522, being upwards of 20 per cent, upon the ca-
pital employed, and more than one per cent upon the entire cost of the road
of 45 miles used for the transportation. Upon the same quantity transported
from the mines to dam No. 6, and requiring a capital of $1C2,CC0, the nett
profit would be $23,215, being nearly 23 per cent, upon the capital employed.
It will also be observed that the expenses of transporting 1C5,CC0 tons of
coal from Cumberland to dam No. 6, include interest at 6 per cent, upon the
whole cost of machinery employed in it, as well as every other item of cost
arising out of the trade ; and the estimate also allows one-fourth of a cent
per ton per mile for the increased wear and tear of the road due to the ac-
cession of the additional trade. Regarding this specific transportation be-
tween the said points as no part of the general trade of the road, upon which
all the present expenses of working it are charged, it was deemed unjust to
charge the new trade with any part of the expenses already incurred, and
which would continue, although the additional trade should not be under-
taken ; and, therefore, it is not doubted that one-fourth of a cent per ton per
mile will prove ample allowance for the additional wear and tear it is in-
tended to cover.
In any view, therefore, whether we regard the investment of the addition-
al capital in the machinery alone, or in that and the road together,* it is pre-
sumed that the transportation proposed will be considered " profitable.**
6th. At two cents per ton of 2240 lbs. per mile, the company would be
willing to transport coal from Cumberland to dam No. 6, at all times, with-
out requiring a stipulation that it should be delivered in equal daily quanti-
ties ; and would be willing to "increase its machinery for that purpose ac-
cording to the growth and requirements of the coal trade ;" provided such
trade between those points shall be equal to 50,000 tons per annum, and the
company not be required to transport more than 420 tons in one day. Or.
if the trade should amount to 100,000 toss per annum, the company wotiM
"f^ "L.'ti '¥-wi. ■"- -^ -t* '1
V ~y- ' '
Coft ef Tran$portatio» on Railroads. ^^IR'
tratispoff It Iq the'same manner, and at the same rate not exceeding 840 loTM
per day.
7th. Since the opening of the road to Cumberland, in November, 1842,
the rate for the transportation of coal has been two cents per ton per mile;
and until there should be greater facilities for its conveyance from the mines
to Cumberland, the company did not increase its machinery for the accom-
modation of this trade. The whole quantity of coal, other than that for the
use of the company, taken from Cumberland upon the railroad to all points
amounted to 5625 tons of 2240 lbs. ; and all that was offered for transporta-
tion was not invariably carried when presented. There was occasionally
also, "delay when other tonnage was seeking transportation." This was
the consequence of an insufficiency of niachinery to transport all articles
offered for that purpose ; and when it became necessary to choose between,
different articles presented at the same time, such as were perishable or most
valuable, were preferred. Such, moreover, was the irregularity in the de-
iiverv of co.il as to render its prompt transportation in many cases imprac-
ticable, even if the company had been better prepared for the trade. The
limited means, during the past year, for the transportation of coal, was well
known to the dealers ia that article, who without any expectation of its im-
mediate transportation, must have delivered it with full knowledge of the risk
of delaj'.
8th. The highest ascending grade on the railroad, from west to east from
Cumberland to dam No. 6, is 26-,*^ feet per mile.
9th. In the recent answer to the house of delegates, it is stated, thM upon
a railroad from the mines to Cumberland, worked in connection with the
road from Cumberland to dam. No. 6, and with the same machinery, it will
cost two cents per ton per mile on the former, and IJ cent per ton per mile
on the latter; because the road from the mines to Cumberland is but ten
miles in length, and dependant for its revenue entirely upon the coal trade.
On this account its general expense.<( would have to be borne entirely by that
trade, inasmuch as it would derive no such aid as it yielded to the Baltimore
and Ohio railroad from the travel, and transportation of burden, by which
this road is now supported. It is, therefore, obvious that the charges cannot
be the same on both roads, although worked by the same machinery, as it is
supposed in the recent answer.
Of the two cents per ton per mile, the assumed cost on the road from the
mines to Cumberland, ly-^^ cent would be received by the Baltimore and
Ohio railroad for transportation, and the remaining -i^u^,V cent would belong
to the proprietors of the former road ; and if the road be supposed to cost
$150,000, and the expenses of repairs and management to be at the rate of
$600 per mile per annum, it would require a trade of 163,576 tons over its
entire length, in each year to pay an interest of 6 per cent, per annum upon
the cost of construction. It might indeed be questioned whether the propri-
etors of a railroad from the mines to Cumberland would, for some time to
come, be justified in charging so low a rate of toll as two cents per ton per
mile, assumed in the receat answer. I have the honor to be, sir,
Very respectfully, your obedient servant, i,
Louis McLase, President
I B. ]
Estimates of the cost of transporting coal from Cumberland and from the
Frostburq mines to dam No. 6, on the Chesapeake and Ohio canal — ex-
tracted from report of the undersigned^ bearing date 31s< Jan.^ 1844.
Ist. As to the cost of transporting coal from Cumberland to dam No. 6, by the Baltimore
vcA Ohio railroad, distance 45 miles. This estimate contem|dates the employment oi loco-
8 10
1 36
504
350
325
684
23 62
1 50
$55 80
0591
©250
0^100
119 ' Cost of Transportation on Railroads.'
motiTes weighing 20 tons, and of safScient power to tram^rt 30 can carrying 7 tons each,
or 210 tons of coal per train, and that three locomotives will be required to perform the
worii of two, and that the season of canal navigation will continue 250 days — cars loaded
in one direction on>y.
ESTIMATED COST PCX DAT OF TRAIN CARRTINO 210 TONS COAI^
Interest on 1 1-2 times cost of locomotive and tender per working day,
(the cost of engine and tender being estimated at $10,000,) - $3 60
Repairs and renewals of engine and tender at 9 cents per mile run with
trains— 90 mites per day, -....»
Oil for engine and tender, 11-2 gallons, at SOcenti. • •
Fuel, 3 tons of coal at $1 68 per ton, • . . . •
Wages of engineman and fireman, - - • . •
Wages for two breakmen, one at $1 25, and one at' $1, « •
Interest per working day on 75 coal cars, at $3 80 each, •
Repairs and renewidsof cars at a 1-4 of a cent per ton per mile — ef load
hauled, ...--..-
Grease for cars. - - . • ^ • .
Making a total of . » - ^, .,15 ., ,.•_....*
Being at a rate per ton per mUe of - •• . •."r;''^*. 0591 cenu.
Add to this for wear and tear of road, bridges, etc., - •■i^j >c - ~
And for contingencies, - - - - ••-'->•-.
The total cost per ton per mile will then be • - - 0*941 cents.
Two such trains as that above estimated (with less than which the trade could net be so
economically conducted) would carry 105,000 tons of coal from Cumberland to dam No.
6 during the 250 days of canal navigation, which at two cents per ton per mile would yield
a nett revenue of $50,037 75 at 1 1-2 cents per ton per mile, $26,412 75.
The amount of capital reouisite to procure the macninery for two sack trains would be
387,000.
2d. As to the cost of transporting coal from the mines in the vicinity of Frostburg to
dam No. 6, say 55 miles, engines, loiul, etc., as before — engines working two days and lay-
me by the third for examination — average day's work of engines and attendants of train
ESTIMATBD COST OF TRAIN PER ROUND TRIP OP 110 MILES.
Interest on 1 1-2 times cost of engine and tonder per round trip, (cost of enj^e
and tender as before,) .-.-...
Repairs and renewals of engine and tender at 9 cents per mile run, with trains,
Fuel, 4 tons coal at $1 per ton, ......
Oil for engine and tender 1 3-4 gallons, at 90 cents per lonnd trip, •
Wages of engine and fireman, per round trip, ....
Wages of two breakesmcn, one at $1 25, and one at $1 per day, per round trip,
Interest on 75 cars at $ 380 each, per round trip, ....
Repairs and renewals of cars at 1-4 of a cent per ton per mile, of load hauled,
Grease for cars, ..--.---
Total cost of train per round trip, - • • - • $67 07
Being at the rate of - - - - • - 0581 cents per ton per milik
Add to this for wear and tear of road, bridges, etc., • 0*250 " "
And for contengincies, - . - . . 0*100 " **
And we have as total cost, ... 0*931 " "
Amount of money required to procnre the machinery to nm two trains per day under
the above system would be 102,000 dollars.
The quantity of coal transported would be the same as in the former case — 105,000 tons.
Nett earnings at 1 1-3 cents per ton per mile would be ... $23,215
" ♦' 1 1-2 cents " " " • - - 32,859
» «« 134 cento " " " -^ > - 47,927
" " 2 cento """..- 61,734
The cost of transporting a ton of coal from Cumberland to Georgetown, by railroad to
dam No. 6, and thence by canal, will be as follows, viz :
First. — Supposing tolls and charges upon the railroad to be 1 1-3 cento per ton
per mile, on 45 nules wonld be - - - - - -$060
And supposing charges for tolls and transportation on canal to be the same as as-
sumed by the president and directors of the canal company in their report of the
I6th November last, viz : 1 254-1000 cento per ton per imle, on 138 would be I 70 1-4
Total cost of transportation, ..... '$2 301-3
Second. — Should the charge upon the railroad be fixed at 1 1-3 cento per ton per
mile, add to the above ....... 07 1-3
Total cost will then bt-- ... ._. S |8
$5 40
9 9ff
4 00
1 57
5 25
p, 3 37
6 84
28 87
1 87
jlwntttti H«/ttm of {he^^assaehuseUs 'tidtlroais. 139
TMrd.— Should the charge upon the raUroad be fixed at 1 3-4 cents per ton per '^'^
nule, add the further sum of ------ . , . ,- " "
Total cost will then be - - - - ,- * 2 491-4
Pourth.—Should the charge upon the railroad be fixed at 2 cents per ton per nule
add as before .-..---- ^^ ^•^
Total cost from Cumberland to Georgetown will then be - - 2 60 1-3
Fifth. — Should the road be extended to the mines, add for transportation and ,
charges from the mines to Cumberland — say . - - - 20
♦ . Making the entire cost from the mines to Georgetown, - - 2 80 1-3
The cost of conveying a ton of coal from Cumberland to Georgetown by the
canal alone, at the rate above assumed, distance 184 1-2 miles, would be 2 31
Add to this the cost upon railroad from the mines to Cumberland, which upon a
road 80 short as 10 miles, with no other support than that derived from the coal
trade, and to be worked independently of tne Baltimore and Ohio railroad can-
not be much, if any, less than ..---. 30
And we have as the cost to Georgetown, by railroad to Cumberland, and
thence by canal, - - - - - - -^ft
Respectfully submitted by James Mcbray, ;•• ■
Engineer of machinery and repairs, Baltimore and Ohio railroad.
Baltimore, February 13, 1844.
I have carefully examined the preceding estimates and have confidence in their suffi-
ciency for the purposes intended. Benj. H. Latrobe, Chief Engineer.
^-^
ANNUAL RETURN OF THE MASSACHUSETTS RAILROADS FOR 1843.
In presenting an abstract of the Massachusetts railroad reports for the
past year, we have to regret that the information to be derived from the ac-
cumulated experience of years is much less than might have been expected
—owing to the absence oi much of the detail necessary to a correct under-
standing of railroad statistics. There is, however, one exception, which par-
ticularly deserves notice and commendation — we refer to the Western rail-
road company, which, following the plan of the last report, has given xu
again a full statement of all its expenditures, classed under various heads,
imd affording at a glance the cost of any one department of the business.
Before, laying before or readers the usual tabular statement, we shall offer
■an analysis of each of the reports, with such remarks as may be suggested
Western Railroad. — From this very voluminous report we notice briefly
auch matters as may interest the general reader. The receipts for 1843 ex-
ceed those of the previous year by $61,194 23 — a favorable indication of
the prospects of this great work, as yet but barely entered upon its regular
business. It is well known that the adoption of comparatively high or low
fares has during the greater part of the last year, seriously occupied the at*
tention of this corporation. From the report it appears that the determina-
tion of this question, as far as regards freight, was easily made — but that
with regard to passengers a greater difference of opinion prevailed^-owing
to a w^ant of co-operation on the part of the Boston and Worcester railroad
company, the reduction of farer proposed was not as fairly tested as had been
intended. The results are, however, strikingly in favor of the reduced ratea^
From the 12th of April to the 1st of December the fare for first class through
passengers was reduced to two cents, and for first class way passengers to
two and a-half cents per mile. The fare for second class passengers appears
to have been about two-thirds of this. The reduction of fare has added most
to the number of through passengers, and of these the increase is proper-
140 Annual Return of the Masiackuutts Railroads.
tionaily greater for the second class, the number of which is more thun
doubled. The number of first class way passengers is but slightly increased
while that of the second class has gained much more.
The whole nett tonnage of the road has increased a little more than fifty .
per cent., while the through tonnage has more than doubled. That this in-
crease of business has not been unprofitable, we may judge from the fact
that the number of miles run by all the engines has increased but about 11 ^
per cent — 10 per cent beii^ the increase ibr the freight trains.
The report gives in detail the measures which have been taken to diminish
the expenses of the company — these are chiefly directed to the reduction of
salaries, and in some cases of the number of officers in the serriee of the
company. ""'
In comparing the expenses of 1843 with those of the previous year, se- "
Teral items are to be noticedi as not included ia former years, and, therefore,
apparently adding to the expenditure of 1843 — among these we notice $6000
as a settlement for the collision damages o[ 1841. A reference is made to
the connection with other railroads — of these h would seem that the Boston
and Worcester railroad company receive most profit from the Western rail-
road, the share of that company from the joint business for 1843 being $153,0001
The arrangements at present existing are thought to be onerous to the
Western railroad company, and are about to be revised.
The number of engines and cars has been augmented to meet the increased
business of the road. Fire locomotive engines have been added to the stock
and three more are ordered.
The wood sheds are now sufficient for the protection of upwards of 20,%^.
000 cords of wood. The expenditure for this purpose, and for the supply
of water for the protection of the bridge over the Connecticut and other pro*,
perty from fire, are made in the proper spirit, and come imder the good old
rule as the " ounce of prevention."
Another item of expense of a novel character is deserving of notice— the
erection of 5000 feet of fence to protect the road bed from snow drifts — ^the
result is stated to be " highly satisfactory," and this mode of protection will
probably be extended. When we find under the head of snoto the sum of
$11,867 45 expense for 1843, we can easily imagme the necessity of some
defence against the attacks of this enemy.
■^■^ The arrangements of the depot at Greenbush are completed upon a mag*-
nificent scale. By means of steam power, goods are transshipped with a
difference of level of over 20 feet between the cars and canal boats. The
imiavorable nature of the site has added to the expense of this and other
necessary arrangements at the depot.
*> The Albany and West Rockbridge railroad has been completed attht
cost of $1,756,342 7f. ^.
<* la fine, we cannot but think that this most important work is destined tO|
xi^r-.-.
Annual Return of the Massachusetts Railroads. '-
become as profitable to its stockholders as it is already beneficial to the pub"
lic. It is true there are serious difficulties to contend with — a mountain
region with severe grades, subject to obstruction from snow in winter, costly . '
depots, and heavy expenditures at vajpious points. These are, however, fully
counterballanced by the value of the route and the constant growth of local
al well as through traffic. The results, too, which have been attained, kre
for the first two years, everything being comparatively new and untried. N»^.
doubt a judicious economy and suitable regulations as to fare, together with?
an equitable arrangement with various connecting roads, will lead to a pros-
perous condition.
Berkshire Railroad. — This company has arranged matters so that the
capital, $250,000, shall exactly meet the cost of the road, depots, etc. It ia
now loaned for 7 per cent to the Housatonic railroad company, and no stay
tistics can consequently be furnished by the owners of the road. The small
incidental expenses are met by a fund appropriated to that purpose.
Boston and Lowell Railroad. — This company in the full tide of pros-
perity has given a very short and rather meagre report — at least as far as
statistics are concerned. More than two-thirds of its revenue is derived from
traffic, in connection with the Boston and Maine, Nashua and Lowell and
Concord railroads. ^^ .
^ A dividend of 8 per cent, has been paid out of the profits of the last year.
The sale of the old iron has been completed, and the entire cost of the new
having been formerly charged to repairs, the diflierence, together with bal-
lance of interest account, is taken from the cost of the road — which now
stands at $1,863,746 16. All calculations of annual expenses, based upon
the previous reports of this company, will therefore need a large discount}
h is hardly necessary to say that all estimates as to the wear wai tear of rail- .
road iron will need a like alteration.
Boston and Maine Raihoad. — Since the last report, this road has been
so far completed as to be in use throughout its whole length ; the following
statistics will, therefore, be of interest :
Amount expended in construction of road in
Massachusetts, $431,592 16 oAj^'>'
^l'- do. da New Hampshire, 723,058 11
^ r. Total, $1,154,650 28
Amount expended in engines and cars, 93,886 73
do. depot and other buildings in Mass., 21,146 78
do. do. New Hampshire. 17,666 43
- • Total, 38,813 21
do. do. other miscellaneous ex-
penses in Massachusetts, 45,914 85 ^
do. do. New Hampshire, 45,734 67
Total, 91,699 58
? Total amount, $1.384,049~7«
#fr
142 Annual Return of the Massachusetts Railroads.
Length of road in Massachusetts, S0-3S4 mitesi
do. New Hampshire, 34 954 "
do. Great Falls branch, 3936 « -;;
"S*?^'-— Total, 58244 »* k
Length of road in side tracks, 3092 " 4.
Number of planes, 130 — of which 32 are level, 67 ascend and 40desceixl
from Wilmington. By a singular mistake, the report makes these grade*
1000 feet per mile, we presume that ten feet is intended. x^
The greatest curvature is 1050 feet radius ; the average width of grade
14 feet.
'"The manner in which the superstructure is laid b as follows:
" The earth excavations and embankments are levelled off and one and a half feet
•f sand, or gravel, is then filled on to the road ; the subsills of plank are then laid lon-
gitudinally, and the sleepers of chesnut, cedar or hackn»etac are takl transversely, paorttj
two and one half feet, and partly three feet apart. Iron rails of the T pattern are then
laid, supported at the joints by cast iron chairs, and spiked to the sleepers ; sand or gravel
is then filled in between the sleepers.
" The Maine, New Hampshire and Massachusetts railroad is an extension of the BoMtmt
and Maine railroad, through Berwick so as to intersect the Portland, Saco and Portsmouth
railroad at South Berwick, in Maine, and the Boston and Maine raikoad have contracted
to pay the stockholders of the Maine, New Hampshire and Massachusetts railroad compa-
ny the same dividends per share as is paid to their own stockholders. By virtue of this
agreement there has been received by the Boston and Maine railroad the funds of the
Maine, New Hampshire and Massachusetts railroad company, not required to construct
their road, and their surplus funds will, upon the union of the two corporations, be apphed
to the payment of the debt of the Boston and Maine railroad."
''' The above named roads have likewise entered into a contract for the mu-
tual advantage and co-operation of their respective lines.
*" Although this road has not been completed throughout, and in operation
for tlj^e whole year, a dividend of 6 per cent, has been declared on last year's
profits.
Boston aiid Providence Railroad. — During the past year 18,598 new
sleepers have been laid, about 13,000 will be required this year — the road
is said to be now in better order than ibr several years past
* The earnings on the Dedham branch are said to be " very satisfactory,"
and fully to compensate for running a locomotive engine for the accommo-
dation of the inhabitants of Dedham.
An arrangement has been made with the lines from New York, by way
of Stonington and by way of Norwich, by which the rates of fare for freight
and passengers for both the lines are the same, and the receipt equalized,
except that the line transporting an excess receives a reasonable compensa-
tion therefor.
The amount charged to the account of construction has been increased
this year by about $2000, but will shortly be diminished by the sale of pro-
perty worth over $15,000. iWividend of 6 per cent, has been paid for the
past year.
Boston and Worcester Railroad. — Since the last report the second tmck
has been laid upon this road, and to meet this and other expenses, 2000
shares have been created and taken up proportionally by the stockholders.
The capital is now $2,900,000.
rj:--~'^h^^^if^y^-. r\^:\:.'r-^-'-r',-,~ : >i ■■:-■_ ^' ■.■ -v »•■■'. - >-*■
Cause of the Failure ef Caiuils in America^ , lijb
The second track is laid with a heavier rail than the first, and in a more ..
substantial manner, being therefore better adapted to the present heavy traffie^^
of the road.
; Two trains run daily, in connection with the Western railroad, to and from
Albany, and one train daily connects with the Norwich and Worcester rail-^-
road, forming a daily communication to and from New York. A perma-
nent arrangement has been made with the Norwich and Worcester railroad
company, by which the joint transportation of passengers and merchandize
over both roads is regulated on terms said to be " mutually advantageous
and satisfactory, and also advantageous to the public." . 'Sf^'' **v
Beside the regular through trains, three trains run daily in each directimt
between Houston and West Newton, affording accommodation to the vicinity
of the city, and relieving the regular trains of their heavy loads at this end
of the line.. By these arrangements it will be seen that forming impoi^
tant connections, this is preparing to meet the vast trade to which it is destined
and which, in a great measure, it already receives, ':i<:^-^fj<>i.:^-:fe:v:': m":>''':-^' .
; (To be continned.) ■ V>> ''*-l^ ■? "" ■ l '
Vvt (it* American Railroad Journal and Mechanics' Magazine.
ON THE CAUSES OF THE GENERAL FAILU&E OF CANALS IN AMEBICA. ^BT W.
E. CASEY, CIVIL ENGINEER. aC,^ -i "^
^ It is obvious that some inherent defect must exist in American canals gen>
erally to have brought about the present deplorable results. It is true that
nearly all these works have been constructed by the governments of the dif>
ferent States and Provinces and under all the well known disadvantages of
that system ; and, we might argue with some reason, that in the hands of pri-
vate companies they would have been more efficiently as well as more cheap-
ly completed,^wing to the superior sagacity, integrity and skill of the di-
rectors and engineers of works carried oh by private enterprize. Thus it is
no uncommon thing to see a president, board of directors and engineer at
the head of a S^all private work, costing two or three hundred thousand
dollars, in every respect — character, skill and wealth — incomparably abovp
the government commissioners, boards of works and their engineers, en-
^trusted with the disposal df millions. But admitting all this, it would mep^'
' show that the^t^t of the works had been too great, while in practice we
find, that besides this obvious disadvantage, they \sl66t under the still greater ,
one of having — practically speaking — no income, as in the case of the Che-
nango canal, which has a gross income of about 913,000, on a cost of 2|
millions. The following extract from this Jourtu/tltSr 1839, p. 363, gives
the true solution:
" In some States, the grand argument will be, that if they can only completeike woiki
commenced, a revenue is immediately certain, which will render taxation to pay the inter-
est anneceasary. That the completion of these projects will make the fortunes of many ixh-
dividuals, is well known, but, for the permanent interests of the State, the only plan u, t»
sell out at one* with the present comparatively trifling loss. It is impossible to pay too
much attention to the feet, that the greater part of the works projected by the governments
of die different States are not such as will ever be of any essential benefit, and When w«
add to this that they are constructed at twice the cost of similar works in the hands of com-
panies, are generally macb inferior J,^ ^e94tio!i and always managwl a^ iqiaired in Um
;^.i^
*
144 ' Cause of the Failure of Canals in America^ "
most inefBcient manner — we shall be at no loss to account for the present condition of Stat* ^
works in general." (See also Civil Engineers' Journal, vol. iii, p. 124 — London.) t: ■_,
The only canals which now yield a surplus are the Erie and Ohio canals,{v
owned by the Stales of New York and Ohio, and the Delaware and Hud-
son and Schuylkill canals, owned by private companies in New York and^;
Pennsylania.* The Larkine canal in Canada was productive, but being
now in the hands of a " board of works," is not likelv to remain so much
longer. Its "enlargement" has been already commenced. Volumes would
not convey to the citizens of New York all which that single word con><f
jures up. .5
iiHad the Erie and Ohio canals been left to their own resources their stock •''
would never have been at par. The former received six millions from tolls fi'
during the first four years of its existence — nearly its entire cost — and the
comptroller shows, doc. 40, p. 45, 1844, that, charging and allowing inter-
est, the balance is $4,179,291 46 against the canal — omitting, of course, *
the enormous sums spent on the enlargement. The canals of Ohio have
been, and continue to be supported by direct taxation, and that alternative
has become necessary here for a few years at least. The two private canals
above alluded to lead to the anthracite region of Pennsylvania ; one, the
Schuylkill canal, ^gLS made immense dividends, but the stock has fallen great-
ly, and the toll has been reduced to three mills per ton per mile! the other
is successful. ■
i«The Erie canal, though conferring considerable benefits on the country,'.
has also exerted a powerful influence in a contrary direction, and for five
months of each of the last four years it has been complained of — each suc-
ceeding year more bitterly — as an intolerable nuisance, injuring alike the
western producer and eastern consumer by its hideous monopoly. Canals
intended for the coal trade are comparatively little afTected by the long win--
ters of New York and northern Pennsylvania ; but, canals drawing their
main income from the country through which they pass, and, still more so,
those depending on the trade of the lakes, have their usefulness greatly im«
impaired by being closed during the winter months. This objection is in-
superable, becomes stronger every year, and wilJ^ in my opinion, prevent ^
the undertaking of any more canals in the couniry, north of Philadelphia
at least. '
'* Again, the grasping spirit in which many canals have been projected has
been ruinous to their prospects for any reasonable period. The enlarged
Erie and the Brobdignag canals of Canada were each to bear to the ocean
the trade of the west ; the Lehigh and Schuylkill canals were each to fur-
nish the avenue for the coal trade of the country. But we find the coal as
well as the western trade flowing through numerous channels already, and
many more will soon be added. In England, canals are generally success*:
ful, but though doing an immense business they are very sraalfj some of the
most important having locks only eight or ten feet wide. Again, the capital
^* The canml round the falls of the Ohio is of course omitted, -^^v- ' • — •T-^:-^^rv-*^-
»•
■ 1 Cause of the Failure of Canals in America. 146
invested in all fhe private canals in the kingdom is only £5,775,000 sterling,
about the sum expended on canals in New York, little more than the cost
of the canals of Pennsylvania, and about twice the probable cost of the ca-
nals of Canada. What a contrast between the views of those investing their
own money, and the conduct of those who expend the money of the publicl
Eighteen millions of people, with wealth, industry and enterprize unparalled
in the annals of mankind, expend in fifty or sixty years about thirty-four
millions of dollars : six millions in Pennsylvania, New York and Can-
ada, with wealth comparatively nominal, contrive to lay out about sixty mil-
Ijftns of dollars in one fourth the time. The capacity of these little English
canals is immense, their cost and management comparatively slight and easy.
A boat will carry about 30 tons, and as one of the old single locks of the
Erie canal passes IIG boats in 15 hours, a lock little more than half the
width will easily pass 200 boats per 24 hours, and is abundantly adequate
to the trade of any canal likely to exist in this country. The English ca*
nals, with a small amount invested in their construction, accommodate an
immense traffic, and are as valuable to their proprietors as they are useful
and honorable to the country. Here the reverse is generally the case. For
example, the Genesee valley canal will cost about $60,000 per mile, the
cost of the Lowell railway, the best in America ; the income of the former
is estimated by its friends at one-half of one per cent, per annum, the actual
income of the latter is 15 per cent. Again, one mile of the Cornwall canal
in Canada cost as much as fifteen miles of the Champlain and St. Lawrence
railway, with cars, engines, buildings and wharves, and it will be fortunate
if the income from the twelve miles of canal equal half the revenue of the
railway. The two private railwarj's are adapted to the business of their re-
spective localities; viewed in this light, the two government canals are
monstrosities of the first order. '"1,>1'
The Ohio canal is well worthy of the most serious attention. This work
is above 300 miles long, is without a rival, cost only $4,000,000, traverses
the heart of a superb country containing two millions of inhabitants, and
connects the two greatest chains of inland navigation on the face of the globe
—the Ohio with the lakes. Yet the gross income last year was only $322,-
754 82, yielding, according to the commissioners, " 4J per cent on fhe cost
of the canal." Had not this canal been constructed at the moderate cost of
$13,000 per mile, it must have been supported by taxation, as is now the
case with the other canals of that State, for some of which money has been
borrowed within a few years at 7 per cent. ! though their sources of income
are far inferior to those of the Ohio canal, which, in fact, ranks next to the
Erie canal. Ten years' experience on this canal demonstrate, in a manner
admitting of no cavil, that the wealthy and — for America — populous region
of Ohio barely supports one of the cheapest, if not the very cheapest canal
in the country. The Erie cnal has oeen a complete " ignis fatuus", to the
other States, having been paraded before the country as a work whidh had
cleared its prime cost, when in fact it was in arears for interest. The singu-
""■.♦.';
.- r
• I j
146
Cause of the Failure of Canals in America.
lar advantages of the position of the Erie canal, its heavy grants and peculiar
privileges render it a dangerou-s, a ruinous precedent. The following ex>
tract from Hunt's Merchants' Magazine for August, 1843, gives a general
view of the causes which prevent the success of canals in this country :
" Well projected railways claim the favorable attention of the merchant, because they
offer safe and profitable investments, besides aiding commerce generally by their unrivaiied
facilities. They are peculiarly ada^ed to this country, where the population and busineai
are so scattered, and where capital is not abundant. Unlike canals, the cost of a railway
may be adapted to the trade. In most parts of the country a railway can be put into ope>
ration for about ^20,000 per mile, including engines, cars, buildings, etc., for a single track
— less than half the average cost of the Chenango, Black river and Grenesee valley canals,
without boats, buildings, horses, etc. Again, a railway carries passengers as well as freight,
and both throughout the year ; so that, with less than half the cost of the canal, its recei|t8
are several times greater. It is on this account that canak must be coetructed as cheaply
as possible, to have any chance of success here. Even in a mineral region — the most &•
vorable of all — their being useless half the year is an insuperable objectien ; and this again
becomes intolerable when advancing civilization renders a communication, open through-
out the year, indispensable to the community. It appears, therefore, that three vital ob-
stacles to the success of canals exist : their enormous cost, compared with railways, their,
small income, their being closed nearly half the year in this wintiy region. The two last
objections are insuperable, and will as effectnally deter individuals from embarking their
own means in canals as would the first. With politicians, spending the money of the
pubUc, the case is reversed. They uniformly prefer those works which require the largest
expenditure and the longest time to execute, these two conditions furnish the best " oppor-
tunities." The $^,000,000 spent in this State, on works which can never be required,
afford only too true an illustration ; but the course of the Canadian government, for the
last two years, distances the wildest visions of the wildest western States, even during
the phrenzy of "36.*
" The railways diverging firom Boston in all directions, which have been projected, ex>
ecuted and managed by companies, form the only successful system of public works on
this Continent, and would command a large advance on their total cost."
The railways of the United States were undertaken, principally by indi-
viduals, after the canals, and though nearly one hundred millions of dollars
have been invested in them, they yield about five per cent The railways
of England — the most extraordinary wo][ks the world has yet seen, and ex-
clusively the results of private enterprize — have been constructed within fif-
teen years, at the enormous cost of £52,000,000, and yield a fair return on
the capital. It is obvious, therefore, that their sources of income differ ma-
terially from those of canals — in other words, that, though both may succeed,
a railway may flourish where a canal cannot exist For example, the Mid-
dlesex canal has been abandoned, and its place supplied by the Lowell railway.
The trade of the canal between Liverpool and Manchester has increased
since the opening of the railway between those points. When the popula-
tion and trade of this country shall approach those of England, it is not im-
possible that canals of reasonable dimensions, cheaply constructed, may suc-
ceed in some of the more southern States.
* To prevent erroneout concliuiont, it may be well toitate that the resource* of a Britiih ProviDce
differ materiallT from tho«e of a State. The Cornier ha* the daties Imperial a* well as Colonial, and
contribntes nothing to the support of army and navy ; it ha* al*o the pablic land*. Hence Canada,
as a Colony, bear* an expenditure, which, a* a State, would be entirely beyond her ability. For te*
▼eral years no statements have been published from which the true state of the finances of the Pro-
rince, and consqnently of the public works, could be gleaned. But the remarkable man now at the
haad of the eovernment will unquestionably force from the Board nf works somethini: definite and
tangible, and, I wilt venture to predict, that a clear straightforward statement of the sums actually
•xpended,t he probable — not estimated — amount required to complete the works as well as their present
ana probable future income, will literally " a*toni*n the natire*/' who will at once wabe up from their
puerile discussions of colonial abstractions to the thorough conTiction Viat the utmost efforts of their
able governor, as well as of themselves, will be required to counteracf, even in a small degree, tlM
withering influences of a debt contracted for the most visionary purposes — a term, I fear, far too miM.
Tkere is, of course, littla probability that the works commenced will ever b« completco.
-\' Cause of the Failure of Canals in America. 147
The public are just beginning to appreciate the losses sustained by the
('fire months' annual sleep of the canals, and the papers from Boston to De-
troit have, during the past winter, teemed with invectives against the law of
..New York which actually denies to the farmer that which the State of Ma-
ryland accords to the slave — the right to send his produce to market ia
any way he pleases — by turnpike, railroad or steamboat. But not only do
; the canals furnish a tedious route during a little more than half the year, but
that very circumstance tends to raise the cost of that inferior accommodation,
, for the cost of maintaining them would be nearly the same were they open
■throughout the year, and the income would be greater ; the same capital and
annual expenditure would yield double the income.
The advantages of the Erie canal in a military point of view have been
'.painfully dwelt on. Yet it can never be more than a very humble auxiliary
of the private railways from Albany to Buffalo during the summer months,
; its opening being too late and its closing too early to render it of any value
at the most important moments — the commencing and closing of a cam-
paign. More than this, these very works have been built in spite of rfie
canal interest which is still an incubus on the spirit of honest enterprize.
.Again, the Rideau canal is a truly military work, yet a railway from
Montreal to Kingston, at a cost of four millions of dollars, would, in the
event of war, save more than this sum annually, and would render that por-
tion of the province impregnable to any force likely to be brought against it
It would also clear expenses, and three or four per cent, even now. So with
regard to Buffalo, a force overwhelming from .its numbers could be collected
there in a few days. During the late insurrections in Canada the £40,000
sterling, invested by a few individuals in the Champiain and St. Lawrence
railway, contributed materially to the defence of the province, while the mil-
lions spent on the Imperial and Colonial canals were absolutely useless. In
case of a protracted contest the canals would of course come into play to
some extent. ^"
The main " causes of the general failure of the canals" of this country
may be ascribed to their being closed nearly half the year ; to the small
amount of business their peculiar accommodation enables them to command
in a thinly settled country ; to their low rate of speed, and to their — with
few exceptions — great cost. Whether these objections are likely to be over-
come to any extent worthy of notice, the reader must decide for himseLC
For my own part, I doubt whether the canals, from the St. Lawrence to the
Mississippi will, ten years hence, have yielded one per cent on the capital
invested in their constrtiction ; and. omitting the Erie, Ohio and the two pri-
vate canals referred to above, I do not believe the others will, during that
time, clear repairs and renewals : in other words, that their fiiilure will be
complete and will in some cases lead to their abandonment. j»
Since the above was written, I have seen the report of the canal committee
to the senate, doc. 98, 1844, which, with that devotion to principle, so pro-
minent a trait in the American politician, according to de Tocqueville, is
H6 ^v EdUoriaL
▼ery severe on those projects which have become decidedly unpopular — the
lateral canals and the enlargement — but says not a word of a vastly greatet
evil, the canal monopoly. The arguments against any further expenditures
are part of those used by others, myself among the rest, some years since,
when twenty of the present debt of twenty-eight millions might have been
saved. There is, however, a good illustration on page 15, where, speaking
of the Chenango canal, it is said — " Thus it is seen, it would have been
cheaper for the State to have made a road and hired teamsters at expensive
rates to transport the produce of that country in ordinary wagons ; and the
community would have had the free use of the road for common pur*
poses."
I made a similar calculation some years since. The expenses and interest
on the cost of the Cornwall canal, twelve mil^s long, will be $8,000 per
mile, and we will assume that it will clear $1,000 per mile per annum be-
sides paying repairs and renewals— of which there is little probability.
Then two years' interest or $16,000 per mile, will build and equip a good
railway, and three months' interest, or $2,000 per mile will clear all the
expenses of several times the total down as well as up-freight of the St. Law*
rence, and of ten times the present number of passengers. In other words,
the entire trade and travel in both directions would be free, and the province
would save $5,000 per mile per annum, or $60,000 on twelve miles of canal.
The interest on the actual cost of the Cornwall canal, and on the estimated
cost of the short canals round the rapids above, would pay all the expenses
of a continuous railway carrying more freight and passengers than will
probably be found on that route twenty years hence : that is, the mere inter-
est on the cost of the canals would pay for free travel and transportation on
a railway.
" Now it IB obvious, that such men aa Brunei, Stephenson, Walker, and a host of othen
in England, and we are proud to say, not a few in this country, whom we do not fieel
ourselves at liberty to name, are found utterly imprajcticable in such cases, and they are
consequently avoided with as much care by the projectors of works to be built on the ere*
jht for by those who pr
be executed by the expenditure of their own actual capital. The evil of employing men
dit of the government, as they are zealously sought for by those who project works to
incompetent from want of education, practice and character eventually recoils on the State;
hence the financial difficulties of all the States who have largely embarked in the con*
■truction of public woriu." (Railroad Joomal, 1839, p. 354. C. EL & A. Journal, vd.
iii, p. 122 — London.)
New York, May, 1844." ,^
•* Two schooners arrived at Oswego on the 9th, from Toledo, via the "Welland canal,
with 11,000 bushels of wheat, to Carrington and Pardee, millers there, who, we dare say,
will have it made into flour, and ready tor this market before the canals are open." (]NL
Y. Journal of Commerce.)
Many of our readers will remember an article on the " Spring Trade,"
written by Mr. Casey for this Journal, April, 1842, in which he shows the
great superiority of the route via the Welland canal for early freight ; and
here we have cargoes landed at Oswego long before the opening of the Erie
canal at Buflfalo. The Welland canal was opened on the 2nd April, and
merchandize from New York and Boston would have been "afloat on
lake Erie," and <'if the people were allowed to choose the mode of transpor-
■■.■V?"
' • Cost,<(jf,.TTansportation on Railroads. 149
tatloD according to their own ideas of their own interest." — Journal, -^P^
1842, p. 246 — goods would have been landed at Detroit and Chicago a
month earlier than they will be via the Erie canal.
i In his article on the " Canals of Canada," — Journal, Nov., 1842, p. 158 —
Mr. Casey expresses his belief that the Welland canal " will eventually cease
to be a burden on the provuice." Without offering any opinion as to the
time when this is to take place, which Mr, Casey considers tolerably dis-
tant— very safely, too, according to our viev^ — we propose, after his exam-
ple, and that of the canal commissioners, to make a calculation also. This
canal is tslimaUd at above $100,000 per mile, and is about 40 miles long.
Total cost $4,000,000 ! One million of dollars will construct and fumisii
a first rate single track, and the interest of the remaining three millions will
pay all the cost of carrying 300,000 tons of down freight, and 100,000 tons
of up freight. We do not know the tonnage of that canal, but think it will
scarcely exceed our estimate for some time to come. However useful this
work may be to New York and some of the Avestern States, we see little
probability of its becoming what Mr. C. calls a " successful work," a term
which ought to be applied to no work which does not yield a fair revenue
to its proprietors, as well as contribute to the accommodation of the public.
1 COST OF TEANSPORTATION ON RAILEOADS, i
The statement marked C, accompanying the "reply," of the Baltimore
and Ohio railroad company w^as intentionally omitted ; it being only designed
to show how the increase in the coal trade may be provided for out of the pro-
fits arising from that branch of business ; but the following estimate of the
cost of transporting coal from the mines to Baltimore, a distance of 188 miles
should have been given in its proper place following estimate B. It will
not, however, we trust, be overlooked by our readers, even thus detached, as
it gives a concise, yet clear statement of the cost at which heavy freights
may be transported over railroads, with grades even greater tharf were, a
few years ago, deemed passable by locomotive power.
These replies ought to be extensively circulated by the friends of railroa^
and more especially in this city, at this time, when an appeal — not the lastj
however, even if unsucctssftd — is about to be made in behalf of the New
York and Erie Railroad — a work from the completion of which every
property holder — every business man — every carman and every day laborer
has a <ii»ectand deep pecuniary interest ; and, therefore, it is important that
they should be able to appreciate the capacity, the facilities and the economy
of railroads, when judiciously located between important points. And can
a more favorable or judicious location be found than between the city of New
York, on the one hand, and lake Erie, on the other? or between the Allan-
tic ocean and the far and boundless west ?
We have not a doubt but that the means to complete this road could be
readily obtained in this city alone, and without delay, if our enterprizing
Boston friends would favor us with the loan of their noble " Western rail-
road" for a few weefiis, that our cautious citizens could see and feel its ope-
IBO ' ■*■ iV«r YbrJfc and Em Railroad. ^
rations and its influences — or, indeed, if the facts, contained in this one num-
ber of the Journal alone, could be generally read and duly appreciated by
all, the entire amount required would be forthcoming, and the work would
be completed in less than three years — as we confidently predict that it will
be in less than five. *
[ D ]
Estimated cost of transportinscoal from the mines in the vicinity of Frost-
. burg to Baltimore, distanctHS8 miles — supposing the use of locomotive
':' engines of 20 tons weight, and of sufficient power to carry 25 cars con-
*' taining 7 ions each, or 175 tons to the train — three locomotives being re-
'■: quired to do the work of two, 300 working days during the year, and
that equivalent to four days will be required to make the round trip.
Interest on 6 locomotives and lenders at $10,000 each per round trip of 4 davs, $13 00
Repairs and renewals of locomotives and tenders at 9 cents per Hide, run 376
miles per round trip, - - - - - - - 3384
Fuel per round trip, 15 tons at $2 per ton, averajjed Harper's Ferry, - 30 00
Oil for enarine and tender per round trip, 6 gallons at 00 cents per gallon, - 5 40
Wages of cnginemen and firemen, - - - - - 1400
Wages of breakmen, - - - - - - - 900
Interest per round trip on 200 cars at S380 each, ... 15 20
Repairs and renewals of cars at 1-4 of a cent per ton per mile of load hauled,
(32,900 tons per mile,) 82 85
Grease for cars, .... - . 7. .. v^* " 600
Add for use of auxiliary engine at Parr's Ridge, «*^.*.<;;•'"<ii•^ . 12 60
And we have as the total amount of the round trip, ;:.is*'^j; ..<•.•; • •<, $220 29
Being at the rate per ton per mile of - - - ' - • 0-670 cts.
To which add for wear and tear of railway at 1-4 of a cent per ton per mile
, west of Harper's Ferry, and 45-100 of a cent per ton per mile east of
-*-> Harper's Ferry, averaging on the whole distance, ... 0337 "
And for contingencies, ....--- 0100 "
Making the total cost per ton per mile, ..... 1-107 "
At 1 1-2 cent per ton per mile, and 10 cents extra charge for transportation
through the streets of Baltimore, the charge for conveying a ton of coal
from the mines to the city block in Baltimore would be - - S3 93
And the annual nett revenue of the company on the amount of trade as-
sumed in this estimate ...... $38,789 10
At 1 1-3 cent per ton per mile and 10 cents extra, as in the former case for
conveyance through the streets of Baltimore, the charge for transporting
a ton oT coal from the mines near Frostburg to the city block in Balti-
more, would be- - - - - - - - 3 61
And the annual nett revenue of the company on the same amount of trade, $22,306 20
•The amount of investment in machinery to accommodate the trade above
assumed would be, •.-..-. $136,000 00
..; Respectfully submitted, »
'^ James Mcrhav, EIn«nneer of machinery and repairs.
\ February I3th, 1844.
I have carefully examined the preceding estimates and have confidence in their tut-
fidency for the purposes intended Benj. H. Latrobc, Chief Engineer.
"^ NEW YORK AND ERIE RAILROAD.
The time has arrived for every man, who desires the completion of thif
great work, to put his shoulder to the wheel, or take a pick axe and shovel
and go to work in earnest Annexed will be found the candid, manly, arvl
earnest appeal of the company to the citizens of New York individually,
for aid in its completion. In giving place to this appeal, we cannot with-
)iold the expression of our surprise that a work of such vast importance to
this city should be looked upon with so much apathy and distrust by its citi-
zens ; and its friends be compelled to solicit, and urge those who are to b«
■\r
r, • * ■;}. New York arid Erie Railroad^ , .[ '
so largely and so permanently benefited by its completion, to contribute th«
means for its construction ; nor refrain from earnestly urging those who cau
possibly do so, to come forward and subscribe for stock, at least a few shares,
if they cannot for many. Every owner of real estate — every merchantf
t manufacturer, mechanic and carman,*and even many day laborers will pro*
mote their own permanent interest by taking one or more shares, and thus
aid its early completion, even if he neveir receives a penny in the way of
dividends. Its completion will benefit Ne#i York as much or more than
the construction of the Erie canal did. Its influences will be more univer-.,
sal, as every poor family, using only a quart of milk daily, will save ttoo
cents at least each day — or 97 30 a year ; and at the same time obtain a
better article. And so with butter, and many other articles of necessity and '
comfort — ^the prices will be materially reduced in consequence of the in-,
creased facilities for bringing them to the city. The saving to the inhabv-
tants of this city alone, upon the necessaries of life cannot be less, when the
road shall be completed, than AaZ/ a mi/Zton of dollars a year. This, how-
ever, is but one item in the list of benefits which will surely result from its
early construction. Others, equally important, will follow, in. the increased
value of property in the city, and along its line, to the amount certainly —
by the time the first car shall pass from the Hudson to lake Erie — of itoiee
the entire cost of the road. Is it not the duty, then, of those who are thus
to be benefited, to respond promptly to the call of the company, by subscrilh
ing for such an amount of stock as they may be able to pay for, without in-
terfering with other business arrangements ? We think it is, and believing
so, shall act accordingly, and charge the JouriuU with at least «me sharCi
and more if we can do so. Let others go and do liketoise.
▲DDKESS TO THE PUBLIC, OF THE NEW YORK AND ERIE RAILROAD COMPANT..-
Office of the New York and Erie Railroad Co. \ '
New York, Wth April, 1844. ',
The common council have declared by resolution that it is not expedient
that the city of New York should subscribe to the capital stock of the New
York and Erie railroad company, and having declined to unite in the appli-
cation to the legislature, the directors are under the necessity of opening the
books for private subscription without the important aid which the corpora-
tion of the city would have afiforded.
With their convictions as to the importance of the road, the amount of
capital required, and the principles on which alone the board were willing
to undertake its completion, they coukl not consistently decline to bring for-
ward the question of a city subscription. At the same time it was felt that
the great responsibility involved in the decision of that question should not
rest with them even indirectly, but belong either to the common council, the
legislature, or the people.
By the course pursued, the question could not reach the people without
the sanction of the common council, and the authority of the legislature.
That sanction having been refused, the application to the legislature will not
be made ; and the completion of the New York and Erie railroad now de-
pends entirely upon the amount that can be obtained by private subscription.
Before determining the conditions,^ on which books of subscription to the
1^ New York and Erie Railroad.
capital stock are to he opened, the board have again had under consideration
the position assumed in their report, that six millions of dollars are necessary
before the work should be resumed.
After much deliberation, the board continued of the opinion that the con-
ditions of the subscription should require that the amount to be subscribed
before the resumption of the work, sho&ld be such as would place the comple-
tion of the road beyond ordinary contingencies ; and they cannot satisfy them-
selves that a smaller sum than six millions will comply with this condition.
The board have not overlook"d the important considerations which induce
many to believe that a smaller sum in connection with the other resources
of the company would be adequate ; but those considerations, in their opinion,
are not sufficient to remove all reasonable doubt ; and no other basis would
be consistent with the views of the board, the responsibilities of their position,
and the principles on which they consented to undertake them. .^
In their anxiety to remove every circumstance which may have an unfa-
vorable influence on new subscriptions, the board have been constrained to
discriminate between old and new stock, and that this may be effected with-
out permanent injury, if any, to the interests of old stockholders, it has bee»
done in the manner stipulated in the conditions of subscription. *^
, The priority of dividend thus to be secured to the new stock is made de-
pendent on the action of individual holders of stock already issued, in con-
se<fuence of the legal opinion that neither th^ board of directors nor the
stockholders legally convened, possess the power to make any distinction be-
tween stocks issued at different periods.
In accordance with these views, the following are the conditions under
which the subscription books are to be opened.
"We, the undi^rsicjned, respectively subs'ribe for the number of shares
of the capital stock of the New York and Erie railroad company, of one
hundred dollars each, set opposite our names, and hereby agree to pay ten
dollars on each share within twenty days after the closing of the books, and
the subsequent instalments as they shall be legally called for, provided,
1st. " That bona fide subscriptions subsequent to 1st of March, and prior
to 1st of August, 1844, shall amount to the sum of six millions of dollars.
3d. " That the instalments shall not exceed thirty-three and one-third per
cent per annum.
'i'3d. " That by the individual acts of at least three-fourths of the amount
of stock issued prior to the 1st of March, 1844, it shall be legally established,
that dividends when made shall be declared on the following basis:
1st. " That the right of dividends on at least seventy-five per cent, of the
old stock shall be deferred until a dividend of six per cent, shall be declared
on the new stock.
8d. " That when the nett earnings shall exceed the amount necessary to
pay such dividend to the new stock the excess shall be appropriated to divi-
dends on the old stock.
3d. " That when dividends so declared on old stock amount to six per cent
per annum, the old and new stock shall be put on a par, and all distinction
between them shall thereafter cease."
The board have the satisfaction of believing that the great question of the
completion of the New York and Erie railroad is now before the citizens
of New York, and of the counties interested in its construction, freed of all
extraneous considerations ; that public attention has been fully drawn to the
sabject, and that there prevails tnroughout the community an appreciation
of the importance of the road, and a confidence in its success when complet-
ed to lake Erie, that are of the most encouraging character.
■4h
■nr
Schuylkill Navigation.
itBS
The board will adopt all suitable measures to obtain the very general ac-
don on this subject, which the large amount to be raised renders necessary,
and trust that their efforts will be efficiently seconded by all who unite with,
them in opinion that the completion of the New York and Erie railroad,
while It affords every prospect of remunerating dividends to stockholders,
will be of great and permanent benefit to the city and country. ,
Horatio Allen, President.
• •%^^;-,v Oi^ James Brown, Vice President.
C. lit. Leupp, Harvey Weed,
A. G, Phelps, Theo. Dehon,
John C. Green, Wm. Maxwell,
Elijah Risley.
D. A. Cushman,
Silas Brown,
P. Spoffbrd,
F. W. Edmonds,
Matthew Morgan.
A. S. Diven,
-,•,■?>.
For the American Railroad Journal and Mechanics' Magazine. , f: ■
I SCHUYLKILL NAVIGATION. v „
Failurs of Railways. — It is still maintained by a correspondent of the
Journal, " X," that it is very impolitic to graduate the capacity of a railway
or canal with any reference to the trade which it is intended to accommodate ;
or, as he characteristically describes the principle, to measure the probable
tonnage, for the purpose of determining the capacity of the railroad which
is to convey it, as you would individuals for their clothes — varying the size
with the circumstances of the case. He proposes, as the true principle of
tailoring, to put a man's suit on a boy, and a woman's dress on a baby ; and
calls up the Schuylkill navigation in illustration of the soundness of hit
views.
The example will be found to be very unfortunately selected, for the ob-
ject at which this writer seems to be aiming.
The Schuylkill navigation was constructed between the years 1815 and
1825 ; and we believe has been prosecuted on those common sense principles
which have been recommended by Mr. EUet for the construction of rail-
ways. It was made at first on a small scale — because the trade was expected
to be small at first — and with a view to its gradual enlargement — because
the trade was expected to increase.
In 1826 the depth of water was but three feet, and barely adequate to the
passage of boats of 25 tons burden. The purpose of its projectors was fully
answered. The canal soon created a trade, and that trade increased suffi-
ciently to justify the anticipated enlargement of the channel. From year to
year the capacity of the work has been augmented, until it oow permits the
ready passage of boats of 60 tons burden, while occasionally more than 70
tons have been carried upon it
The Schuylkill navigation company have expended in the construction
and enlargement of this canal the sum of $3,456,620.
Their aggregate receipts from tolls on coal, and other articles,
up to January 1st, 1844, have amounted to - . $5,641,256
Their aggregate expenses have been - - 1,768,792
Leaving a neU profit of - - - $3,872,463
or $415,843 more than the whole cost of the toork and its enlargement.
%
154 Schuylkill ffavigatton.
Now, these results are pretty fair, and certainly do not, of themselres,
authorize a condemnatioa of the present course which the managers of thit
work have adopted.
But the Heading railroad company, it is contended by " X," have adopted
a diflerent plan — that of making a very expensive road at the o«tset Let
us see how their method works.
The Reading railroad is now new, and, together with all its machhuery,
ought to be in perfect order. It was in full operation last year, and carried
about 230,000 tons of freight, and some 26,00<j passengers.
The company expended during the year, - • $1,800,000
And received for freight and passengers, • • - 385,000 '
And exhibited, at the close of the year, an excess of expenses
beyond their receipts of - - - $1,415,000
Of this sum just $212,000 was expended for new cars and engines, and
about $90,000 for new work on the road. The balance of about $1,100,000
— of the sum by which the expenses exceed the receipts — appears to have
' been consumed in conveying these 230,000 tons of coal. At any rate, no
other explanation of its disappearance has ever been offered.
Our friend " X " speaks with some severity of certain slanders against
the Reading railroad, which, he says, have appeared in the Philadelphia
newspapers ; and charges us with wishing to give them greater circulation.
We are sorry to learn that this company has been slandered by any body ;
and we do assure him that if they have suffered in that way, we have had
no part in it, and have never before heard of the circumstance. It is true, •
V. we have read some very severe and scourging strictures on the conduct of
the institution, in the columns of the " Pennsylvanian," " Ledger," and
" North American" — but we always supposed that they were true. Cer-
tainly, nobody in Philadelphia doubts their truth, nor has any person yet
ventured to come forward and attempt to disprove them.
But "X" is chivalric, aad we shall look to him to tell us, specifically,
> what the Reading railroad company did with the $1,800,000 which they
spent last year.
For ourselves, we wish not to injure this company, but we wish to make
the truth known ; and we supposed when we exhibited the strong compari*
son drawn by "X" himself, in the strongest possible light, we were doing
good service to his hobby. This, it will be recollected, is his language.
'■'■ " Still another comparison may be made between the Schuylkill canal
which cost $38,000 per mile, without boats, and the Philadelphia and Potts-
ville railroad, which costs $50,000 per mile, with cars and motive power."
•* Is it not," says X, triumphantly, " is it not this additional cost whicA
makes it the superior and cheaper work of the two .'"
Now, I say, the great merit of this road was, in the opinion of "X,** its
- -great first cost ; and I was justified in supposing that I was giving most grar
lifying information, when I informed him that it had, on the 18ih December
last, increased this merit to $76,000 per mile. What its merits will amount
'^
. ., ; ' Evlogium on Engineers. — Ohio Canal.
to at the end of this year, it is not easy to say — ^but it is probable that it will
exceed $100,000 per mile — and I congratulate "X" on the proof which
••this fact furnishes of the great success which is in store for this great enter-
prize. Y. .
EUIiOGIUM ON ENGINEERS. ; ! i.
The last number of " The Westminister Review" contains a fCTy able
article on the " Progress of Art," in which the writer complains of the want
of originality among the architects of the present day, though he at the same
time does justice to their merits. He points out several radical defects in the
new houses of parliament, but intimates a doubt whether any other architect
would have done better, evidently considering the profession in too low a
' ftate to undertake works of the first order. He says,
" It hkB been lucky for us that the ancients have left us fewer examines of their engi-
neering works than productions of their architects. Our mcdisval ancestors indulged but
rarely m roads or bridges, and besides this, the exigencies of locality, and above all the ex-
igencies of estimates, which are usually carefully looked at in the utilitarian works execo-
\eA by our engineers, have allowed them less temptation to copy, and less means of doing
■o than their brother builders, and the consequence is that they may challenge Rome, or
the whole world to match either the magnificence or the taste of our public works. It is
true we possess some ' truly Roman works,' the taste of which is very questionable ; and
boUi Blackfriars and Waterloo bridges narrowly escaped being spoilt by the interference of
the architects, who fortunately, however, have left nothing to niark their presence but the
. absurd Ionic, and the Grecian Doric columns that stand on the piers — in the one case sup-
porting an enormously heavy granite parapet, and in the other in company with a moat
incongruous Roman balustrade. But since those days the engineering interest has ac-
quired a predominance which enables it to walk alone ; and in London bridge they have
produced a sjpecimen of bridge building, perfect in all its parts, and as yet unnvalled in the
world, and this simply because there is not one detail copied from any other bridge, not one
ornament ap{rfied that had not a meaning, nor one thing added that was not seen to be
wanted by the sound sense and mechanicaJ knowledge of its builders ; yet there is a mag-
nificence in this bridge amounting even to splendor, and could we pomt to one building
in Great Britain built on the same principles of sound common sense, we should proba-
blj have to apply it to the same e{Hthet.
" The names of Watt, Brindley, Smcaton, Telford and Rennie, or of our Stevensons,
■ Brunels, Lindleys and Cleggs, are names to which an Englishman refers with pride,
and stand in strong contrast with those of their contemporary builders of the present day ;
the former have contributed, as much as almost any class of men, to the advancement
of civilization, and to the glory of the nation, and may almost be said to have created an
art which is daily becoming of more and more importance. The latter, on the contrary,
have done nothing to which we can refer with unmixed satisfiu:tion, and much that has
made us a laughing stock to surrounding nations.
" They have created nothing and advanced nothing ; yet so closely do these profesaiaiM
i^iproach at some points, that it is difficult to draw a Une between them, and to sa^ what
woiAs belong to itae, and what to the other ; but their mode of treating their subject diA
fen as light does from darkness. The one admits of no rule but fitnets and propriety,
and the dictates of reason and common sense ; the other, copying and disguising, never
thinking of what is most fit or noost useful, and worshipping the shadow of exotic art.
" Such an impulse has lately been given by our railways and canals to the scienec
of engineering, that it now occu{Hes almost as much of the public attention as architee-
jture, and there is more probability of this influence increasing than diminishing, we may
hope that the sound principles which have enabled engineers to execute such satis&etorf
works may extend to our architects, and that we may soon see sonte improvements in
their designs ; but much ignorance and long nxrted prejudice must first be conquered,
voA, above all, the patrons of art must learn to take more interest in the subject tluB
they have hitherto done, and to think more for themselves."
The Portsmouth (Ohio) Tribune says, that " Leander Ransom gives notice that the
eanal will be open its entire length on the 15th inst We understand that double Mis
of hands are engaged on the culvert about six miles firom Portsmouth, and the work ia pt^
Moited both night and day. It will probaUy be completed in 6 or 8 days at ftitheit.'*
n ■■^:
-466 *■ Nero York and Erie Railroad,
"•' •'■IN-.*. ■ ^^ ■ \' \.\ '■ ^
■ NEW YORK AND ERIE RAILROAD.
A lar^ ineeting of highly respectable citizens was held last evening at the Tabenutde,
to devise means for aiding and urging on the construction of this important work. Th*
following gentlemen were chosen to preside : ^U*
President,
'■* " ■' ■ Geobqe Gribwolo.
i Vice Presidents,
J James Harper, *?.'£*•• \Vm. Tucker, John H. Hicks,
.* John A. King, Jas, Boorman, J. DePeyster Ogden,
Tho3. Surtern, Robt. Smith, P. S. Van Rensselaw,
. C. W. Lawrence, G. G. Howland. Jacob Little,
•J Jas. Donaldson, Saul Alley, R. J. Carman,
Moses Taylor, Wm. Bums.
Secretaries,
Charles McVcan, James Kelley, Charles Dennison,
Isaac Townscnd, Chas. P. Brown.
Mr. Joseph Blunt addressed the mooting in an earnest manner — urging the speedj
construction of the road, and illustrated its importance to this city with the following,
- 4>nong other forcible arguments :
" The annual consumption of pro\'ision8 by our city, amount in value to some $15,000,-
000, and many of the articles are furnished by the region bordering on the line of the Ene
railroad more advantageously than from any other quarter — for instance, beef, of which
the annual consumption is Sl,500,000, and milk, of wliich the annual cost is about
S'1,000,000, one-third of which will be saved by theErie railroad. The receipts of veal,
poultry, game, butter, cheese, etc., by this road are already very large — of veal, 600 tons
last year; of game, 1000 tons; of nulk, 5000 tons, etc. All these articles have been cheap-
ened to our city by this road, and the aggregate saving can hardly fell below SI ,000,0w
per annum, and, if the road were coaiplcted, would be nearer ^2,000,000. If, then, this
work would not pay any dividend, it would still be incumbent on us, and our obvious in-
terest, to complete it."
Mr. Blunt closed his remarks by offering several resolutions for the appointment of &
' committee in each election district, and among the various professions and trades in the citj
with a view of presenting tlie subject in such a manner that every person may feel an in-
,' . terest in, and contribute to its success.
Mr. M. C. Patterson followed Mr. Blunt, and gave a glowing picture of the advan-
tages to result from an early completion of the road. The following extracts from his re-
marks ought to be read by all who feel an interest in the progressive prosperity of our citj.
After referring in a proper manner to the present aWe board of directors, he says,
** They had found, after careful scrutiny, that the property of the company is now wortll
iJ4,OOO,0iX), and that ^6,000,000 more will complete the work. Shall it not be completed 1
New York, lately so eminent, now labors under serious disadvantages in competing with
her rivals for the trade of the mighty west. Boston, by means of her Western and
other railroadt^, always in operation, presses her hard on the north. Philadelphia, by her
▼ast net work of canals and railroads, enjoys decided advantages on the south. The
milder climate of Pennsylvania secures to her three weeks' earlier opening and a week's
later closing of her can ds, as compareJ with those of our State, l*^ year a boat from
Ohio had rcachid Philadelphia three weeks before our canals opened. Baltimore is pres-
' • «ing forward witli still greater advantages of climate. Charleston has also made a spirited
■ attempt to pierce the great valley of the west. Can we afford to stand idle?" • ♦
" Tht! 53 miles of the road now complcjted, running in good part near the Hudson, and
forced to maintain a sharp competition with that cheap route, gave last year an income
• ' of iJ10l,000, netting 2>'16,000 o\er current expenses, from an area of 440,000 acres, having
a |x>pulation of al^ut 40,000. Allowing the road when completed to yield in like ratio,
and even reducing the nett product of last year one-third, or from S46,OO0 to $30,000,
since it is found that some 1*2,000,000 acres (equal to the area of Connecticut, Roodd
Island and Massachusetts) become directly tributary to this road on its completion, th9
annual earnings of the whole road must amount to $1,373,000! or no less than 15 per
cent, on the capital invested !"
, ; -, Wm. B. Ogden, Esq., of Chicago, also addressed the meeting — giving an interesting
description of the growth and resources of the west ; and of the interest felt by the peopU
, • . " of that vast region in the success of this work — assuring the meeting that, if able, ihef
wouM eoniitract it at their own expense rather than have it faiL ,. • ;
New York and Erie Railroad, r ' 157
The meeting was large, and appeared to be animated by the right feeling ; and it is to b«
hoped that a similar spirit may be soon found to pervade this entire community. :
The report of the directors published in February last ought to be in the bands of
erery business man in the city. The following synopsis of it gives its prominent points,
and it should be read with care — and then there port itself should be examined. *'
STNOPSISt
The length of the road is 451 1-2 miles— €4 miles of which are finished, and 53 oules
in actual operation. T
177 miles have been graded and bridged, and are ready for the superstructure.
The exact location of 350 miles has been deterniined on, and the right of way for 3S&
miles obtained.
The whole amount of expenditure upon the road is i|4,7l6,872 66. *
The whole amount of capital stock subject to dividends isSl,501,830 14. —A
The total amount of the indebtedness of the company is about $i600,000. *^'
The total cost of completing the road is estimated as follows :
For completing the track for use, .... - $6,000,000
The outlit for commencement .of business, viz: for depots, water stations,
engines, cars, etc., ------- 1,000,000
Making the whole sum required, ----- $7,000,000
To which add amount of indebtedness, ----'- 600,000
" " capital stock, - - - ■ - - 1,501,830
Making the total amount of capital stock when the road is completed, - $9,101,830
The board estimates that the property which this capital stock will own, could not
have been acquired for less than 11,000,000 ddls.
The report is accompanied by a map delineating an area of country which will be tri-
butary to the road in its transportation of freight and passengers. That area embraces
idi>out 12,000,000 acres and contains a population of 531,000 inhabitants.
The population tributary to the Erie canal in 1820 was 521,311, and in 1825, when
it was first opened, 681,725.
The area of Massachusetts, Rhode Island and Connecticut is 8,660,000 acres, and tb«
amount expended for railroads in those States is 25,000,000 dolls.
Of the indebtedness of the company the report states that the only sum which can
embarrass its operations' within five years has been reduced to lets than 100,000 dollars, ,.
and that the board has succeeded in obtaining a surrender of the assignments and in re-
covering possession of the road and the other property of the company ; and although
" some difficulty may still grow out of the indebtedness not settled, yet, trusting to the as-
surances given by the parties alniost without exception to extend to the company all the
time that the ultimate security of these debts will permit, the board believe that it will be
possible to make arrangements that will prevent any embarrassing prosecution of the claims
daring the period that measures for the resumption of the worn are under consideration
and action.
The company has also been relieved &om all connection with past contracts and ques-
tions of damages.
During the year ending the 1st April, 1844, the totjj nett earnings of the 53 miles in '
operation from Piermont, on the river, to Middletown, in Orange Co., 7 miles of which ^
was not completed until June, 1843, will be 46,800 dollars, making a reasonable estimate
for the last two months. The^ extreme end of this portion of the road is only 20 miles
from the river, and the whole 53 miles, therefore, subject to great competition, which di- >
minishcs, and fii^ly ceases, as the road penetrates the interior.
" The board agrees with those who have preceded them in similar investigations, in con-
wdering that the population, products and area of the country, whose travel and transpor-
tation can be commanded, form a basis of calculation of all others most to be relied on."
They therefore present tables of articles transported during six months ending Scpteni»^
ber 30tn, 1843, over the 53 miles in use ; and the table, compiled from the last census of ^
the United Stales, of the population and products of the counties tributary to the road.
From these tables it has been inferred that about one-fourth of the nett earnings at*
of a local character, and that the surplus products in proportion to the population, fully
eiqual those of Orange and Rockland. To enable a calculation of the probable produc-
tiveness of the road to be made on the basis mentioned, the entire area of country through
which the road passes, has been subdivided into districts, whose centres are succesavdj '.
50 miks apart on the line of the road, and the area and population of each district have. .
been ascertained, upon which principle a calculation is tnus illustrated : < '
1. The total amount of nett earnings from a population of 40,000 being 40,000 dol-
lars ; 30,000 may be taken as the basis of the calculation. "_
2. Instead of taking the full amount that might be deducted irom the calculation of '
relative population ana distances, two-thirds of t^at amount is assured.
158 .. .i.-c../'*;* Iron Ships. -•ife. • ' 1
And the result is the sum of $1,343,500 as the total nett earnings of the whole road,
which is equal to a revenue of 15 per cent, on the total amount of ci4]itaL
The revenue that is expected to accrue from the transportation of the mails, and which
will not probably be less tnan 100,000 dollars per annum, is not included in the above nett
earnings. Neither is an allowance made for the increase of population ; the business that
must inevitably be brought to the road from the lakes \ nor the diminished expense of trans-
portation us the length of the road is increased.
The exports and imports of Buffalo during the year 1843, were 23,700,000 dollars.
It appears that passengers con be conveyeuby tnis road from lake Erie to the city of N.
York, in from 24 to 26 hours at a charge of 10 dollars each, and will afford a profit of from
3 to 5 dollars ; that light freight can he transported in the same space of time, and heavy
freight in from 48 to 50 hours, yielding a profit at low rates of from 3 to 10 dollars per ton.
Passengers are now conveyed from Buffalo to New York during the summer in from 35
to 40 hours at a charge of SH 50, and during the winter by the Housatonic railroad in 40
hours, at a charge of 16 dollars, both exclusive of expenses on the road ; and from Buffa-
lo to Boston in 36 hours, for 15 dollars.
During the six months ending Sept. 30th, 1843, 3,000,000 quarts of milk — equal to
6,000,000 dollars per annum — were brought over the eastern division of the road, for which
the consumers paid 4 cents a quart. Before a supply was obtained through this source,
the average price was 6 cents a quart ; an annual saving is therefore effected to thccity on
the amount brought, of 120,000 dollars ; estimating the whole consumption of the city at
16,000,000 of quarts, the saving on the whole would be 320,000 dollars.
A table is given, showing the amount of country produce annually consumed in the citj
of New York, the value of which is put down at 15,500,000 dollars.
The whole amount that will be required to complete the road is 7,600,000 dollars ; and
with respect to the method of raising that sum the directors remark, that " the act of 1843
authorizes the company to issue bonds to the amount of 3,000,000 dollars, which resource,
however, will not be an available one until further expenditures on the road shall make
the property of undoubted security to the bondholders ; nor until the means of paying the
interest on these bonds is found within the resources of the company." They " are of
opinion that subscriptions to the amount of 6,000,000 of dollars to the cajHtal stock of the
company must be obtained before any steps can be taken for the resumption of the work, and
that with such subscription the completion of the road is secured with all reasonable certainty."
The road runs within 20 to 30 miles of the great anthracite and bitumiiu>us coal region
in the northern counti^ of Pennsylvania.
Access will be had from it to the immense beds of g3rp6um or plaster, so valuable to the
agriculturist, and also to the salt region of Onondaga by the interior lakes of the State,
the Chemung canal and the Ithaca and Owcgo railroad.
At 375 miles from New York the road will connect with the Allegheny river, which u
navigable for descending freight during the months of April and May, and by which rout*
merchandize can be delivered in Pittsburgh in about 7 days.
Tables are given showing the immense increase of late years in the tonnage on the ni>
per lakes, and in the amount of property coming from other States and shipped at BufiioM
and Block Rock. The number of tons of property that came from other States and waN
received at these two places increased from 36,273 tons in 1836, to 224,166 tons ya 1843.
The board, in expressing its opinion that the New York and Erie railroad will afford
advantages not po^ssed by other avenues, and that its construction is of great importance
to our city, enters into an enumeration of those advantages ; but as they are too volui)uii>
oas for a synopsis, the reader is referred to the report itselfl
IRON SHIPS. ^
We had the pleasure of witnessing the launch of an iron steam ship^
built for the revenue service by Messrs. H. R. Dunham & Co., Archimedes
works, under the superintendence of Capt Howard, U. S. N. The engines
are by another firm. She has a single propeller, and is to be full ship rig*
ged. Her model struck us as being remarkably fine, and so just are her
proportions, that it was difficult to believe her capacity to be above three hun-
dred tons. We had flattered ourselves with the hope of presenting out
readers with a minute account of both hull and engines, but are only enabled
to give the former at present, though we hope in our next to give full ac-
counts of several other iron ships, and small craft, now constructing in this
port The following are the dimensions of hull and material:
Length on deck, 140 feet Breadth, 24 feet Depth of hold, 11 feet.
Tonnage, 340 tons.
The size of the ribs, 4^x1 ; 20 inches apart from centre to centre ; con-
nect«Hl to the skin with 3 inch x | knees, on each side of rib, on every lon-
gitudinal seam. The skin of the vessel on the floor and each end including
upper streak, is of | inch plates'; other parts j\ inch full
There are two water tight bulkheads, which include the engine, boiler
and coal, making three water tight compartments in the hull These com-
municate with each other by means of slide valves, which, in case of leak-
age, can be instantly closed. Connected with the forward of these are the
coal bunkers, which are riveted to the bottom of the vessel and extend up-
ward to the deck, where they are secured to the beams.
The deck beams are of angle iron, 5 inches on one side by l|xf thick,
to which the deck is secured by means of bolts and nuts — in a very solid
and superior manner.
TO THB SUBSCRIBERS OF THE AMERICAN RAILROAD JOURNAL.
The undersigned, during his connection with this Journal, having en-
gaged in other pursuits, necessarily occupying much of his time, has been
frequently prevented from giving that attention to the work which its interests
demand. He now finds it expedient to devote himself entirely to his other
avocations, and accordingly, having disposed of his interest in the proprietor-
ship, his duties, as editor and proprietor,- cease with the present number.
Having for more than eight years used the editorial we, he begs permis-
fion, on relinquishing it, to say a few words in propria persona. When the
undersigned first became connected with this work, the railroad cause was
rapidly advancing under the united forces of its own merits, and the common
stimulus then operating upon every species of enterprize. That the tide
soon turned, we all know — its efiects upon the community generally, and upon
the railroad cause, will not be soon forgotten. The trials experienced insustain>
ing the Journal, and the loss to its owners, are fully known only to those most
interested — they need not be repeated for the edification of others. Mean-
while the good cause has passed through such an ordeal as seldom tries un-
dertakings of like character ; it is now unaided by any undue stimulus, but
its own merits are acknowledged fully and universally, and by their help
alone it is rapidly entering upon a healthy prosperity. The untiring labors
of zealous friends of the cause have sucessiutly contended with the host oi ad-
verse circumstances belonging to this disastrous period. To these friends the
Railroad Journal has mainly owed its continued existence — ^not only have they
enhanced the value of its pages by their contributions — but encouraged and
sustained its publishers by the substantial aid of promptly paid subscriptions.
The undersigned would leave undischarged an imperative but welcome
daty, were he to pa.ss by this opportunity of gratefully acknowleding these
various acts of kindness, shown to him as connected with the Journal. But
more than this he feels bound to say. In his personal intercourse with the
members of the profession, and others interested in railroads, he has uniform-
ly received the most courteous treatment, and has, in many instances, been
led into association with those whose friendship he flatters himself will out-
last his formal connection with the Railroad Journal.
By a transfer of his share of these kindly ofiices to Mr. Minor, the friends
of the undersigned will not only confer a personal obligation, but likewise
aid in the just and proper roitoralkta of diese £|voj:|i(giii$iy[.oziglB»l recipients
160 ' ' ' Editoriml. "
In no way can the well wishers of the Journal render it more important
aid than by frequent contributions to its pages, while from the number of
those already enlisted among its regular contributers, its increasing in-
terest and value may be found guarantt^ed.
Although released from all charge over the Journal, the undersigned will
remain as much attached to its interests as ever, and also proposes, as far aa
other engagements will allow, to continue to write for its pages. •
In conclusion, the subscriber offers his best wishes for the health and proS'
perity of the friends, subscribers and worthy conductor of the American
Railroad Journal. Long may it flourish. Success to the railroad cause.
^^.,^, George C. Schaefper, '.
Prom the preceding valedictory, the readers of the Railroad Journal will learn that Mr.
George C. Schaeffer, who has, for the past eight years, been the principal editor, with-
draws from his post. In parting thus with an associate and friend, who so long stood bj
my side, while I was able to sustain my position ; and who, manfully and alone for years,
in behalf of the Journal, breasted the storm which prostrated me, with many of its early
iiiends, until I could again come to its aid, with renewed energies, I feel called upon
to bear testimony, as well to his uniform kindness and courtesy, in our business relations
as to his ability and discretion in the discharge of his editorial duties. When Mr.
Schaeffer first entered upon his duties as editor, the condition and prospects of the railroad
system, and hence of the Railroad Journal, seemed to warrant the opinion that his eflbrts
in the cause would meet with a liberal reward ; but I regret to say that such has not been
the result, and therefore I cannot complain, however much I may regret, that he re-
linquishes his station to seek another which may yield him a better return ; and in taking
leave of him as an associate, after so long a period of constant and harmonious intercourse,
amid the trying scenes of the past seven years, I cannot refrain from expressing my ardent
hope that he may be successful in his present pursuits, even in proportion to his steriing
merits — a measure of reward, which, if realized, will yield him all that is desirable in life.
One word, now, in relation to the future course of the Journal. As heretofore, it will
be mainly devoted to the cause of internal improvements, and especially of railroads. Its
columns will, however, be open to a free and full discussion of the merits of the different sy».
tems, and of different works. Truth, being mighty, is sure ultimately to triumph, as I
believe railroads are destined to, over every ol»tacle ; and to become, in this country ,the bonds
of union and the roads to wealth, the increased intelligence and happiness of Uie peojde.
Entertaining these views, and believing that we have had, in this country, ample exp^
rience, without referring to Europe, to establish their superiority over every other mode of
intercommunication, I hope, wth the continued aid of those friends, and my late associate,
who have -labored so ardently for the cause, together with others who have promised their
co-operation, to make the Railroad Journal the appropriate medium for disseminating the
results of the experience of our numerous able and scientific engineers, and machinists;
and thus to command the liberal patronage of those whose interests are so largely identi-
fied with the system. A few copies of this number will be sent to friends of the cauae,
in different parts of the country, with the hope of securing their aid in its more general cii^
culation ; and should it meet with a cordial reception and prompt return, I shall be en-
couraged to renewed, and, I trust, successful efforts to make it still more useful than it has
hitherto been. D. K. Minor.
^' We have only space to acknowledge the receipt of the report of the Baltimtve and Sus-
quehannah railroad company for 1843 — the " report of the engineer on the route surveyed
for the northern railroad, from Concord to Lebanon, N. H." — the " proceedings of the
stockholders of the Louisville, Cincinnati and Charleston railroad company — and gf the
sooth western railroad bank" — and also of the pamphlet of " Examiner, in relation to the
Reading railroad — all c^ which we shall look into and perhaps refer to again.
CONTENTS:
' Sufft ■ Pace.
Wear and tnar and destnictinn of iron rails, 129 Editorial, 148, 168, 1G9, W
Cost of trsnspoitation on railmads, 130, 149 New York and Eria railroad, ICQ, 106
Annoal return of the MastachiiKettt railroad*, 130 Schuylkill navigation, IB
CaoM of tht iitilare of cmneU ia Ameticm, 14S Balogiiun on engiaeen,, IBt
-■<t:'^:->''^'--' ■ tr^^; ,.^<-M.,''
^; ^ AMERICAN
-i***!
RAILROAD JOURNAL,
^.■■J:''^ MECHANICS' MAGAZINE. J
No. 6, Vol. 2. ) ,.. _ TTTTVT;' ISLU. - 5 Whole No. 437.
Third Series. \ ,.^», ; " ' •■ JUiNfci, lCS44. ,j ^ Vol. XVU.
For the American Railroad Journal and Mechanics' Magazine.
GENERAL PRINCIPLES AND INVESTIGATION OF F0RMI7L.a:.
In making excavations through earth, it is customary to give some incli-
nation or slope to the sides of the cuts to prevent the banks from sliding in
and filling the roadway. The degree of inclination is always indicated by
the distance the slope recedes from a perpendicular in a height one.
Thus, if the deviation from the peroendicular is equal to the depth of the
cut, (or the inclination is 45°,) the side banks are said to have a slope of 1.
or, as it is frequently expressed, of 1 to 1. If the deviation is J the depth,
the slope is ^ to 1. v '^ !* v i '"^ '
In excavations through rock, or very hard clay, a slope of ^ to 1 is gene-
rally used ; common earth stands at a slope of 1 to 1, but very sandy soil
requires a slope of 1^ to 1. The section of an embankment is precisely
similar to that of an excavation inverted, and therefore all the rules, formulas
and tables are alike applicable to both descriptions of work.
In embankments it is not considered prudent ever to adopt a less slope thaqi
1^ to 1, unless the earth is supported by side walls. '' ';
» In explaining the methods we use for the calculation of the solid contents
of earth work, we shall first consider those cases where there is no slope in
the ground transversely, or at right angles to the direction of the centre line
of the road.
; Let D be the depth of an excavation at any point, :'^-"'.^..''-^''/'- Jy---'
'">' B the width of the base,
'^" V- m the slope of the side banks or distance they recede from the
perpendicular in a height one. .... ^.,
Then B -f 2 m D = width of excavation on top, f
B + m D = average width, I
and (B -f- m D) D = area of the cross section. i, /
Hence if the depth were uniform throughout a length L the content would be
(B + m D) D L (A^v
From this expression the tables of average depths are calculated.
We will now suppose D and i to be the depths at the two extremities of
an excavation, the sur&ce being understood to vary uniformly between these
General Principles and Investigation of Formula.
points. Then the content of the included solid will be found by multiplying
the sum of the end areas and four times the area of a middle section by one-
sixth of the length. (See page 141 Bonnycastle Mensuration.)
The end areas are (B + m D) D, ♦ I > .
and {B -{-m d) d,
fcur times the area of middle section 2 B (D -\- d) -{- m {D -\- dy . - «
Hence the content is
\3B{D-j-d)-\-mD^ +md^ +w(D + rf)» I ^ ' 'tST
£ % T I
= )6B (D-f <i) + 4mD» -}-4ot D<i + 4»trf'M-| - -(B)
Now the content of a cut of an uniform depth throughout of ^ (D + d),
found by substituting ^ {D -\- d) for D in equation (A) will be
B + im(D + ^) j
D-{-d
-XL
4--
2
= j 6 B (D + <i) + 3 »i EF + 6 OT D <i + 3 m (? ^ — .
The difference between this content for the average depth of ^ (D-f d),
and the content of a cut the depth of which is D at one end, and d at the
other, as given in formula (B,) is
(mD^ — 2»n Dd + wtd^)— ,
or (O-df--. .... . ^^
It appears from this, that the correction to be added to the content obtained
from the average depth, varies as the square ot the difference of the depths
at the two extremities of the excavation ; and that, therefore, if a table is cal-
culated expressing the values of equation (C) for different values of (D — d)
we can readily ascertain the content of any excavation, by addition of the
numbers taken from this table to the content found in the table of average
depths and corresponding to a depth of ^ (D + «i).
The tables numbered VII, XIV and XXI, and headed " Corrections for
Differences,^^ are computed from formula (C), and adapted to this purpose.
It is customary with many engineers to multiply the half sum of the end
areas by the length for the content. The half sum of the end areas multi-
plied by the length is . , y. .: z:^ >.^.v, v.f; ^u::h. .
{BD-\-Bd + mTy-\-md')- ' t^';.- '^ ^;
= \ 6B {D -\- d) -{- 6 miy-\- 6 md'l^ '*•
from which deduct the true content as in equation (B), and there remains :
^ -;- (2miy — 4mD/i + 2OT^) ^ = P — <i)i^ " |' '
It will be perceived that the amount of error is exactly double the whole
Vl > i linti
General Principles and Investigation of Formula.
les
" correction for differences." In a cut 100 feet long, 30 feet deep at one end,
snd 3 feet at the other, having a slope of 1^ to 1, there would be an excess
in the return of work thus estimated on this short distance, of 675 cubic
yards.
We will now consider those cases where there is an inclination in the
.natural surface of the ground in a direction at right angles to the centre line
of the road.
\
^4
/
Let ABODE (fig. I) be a transverse vertical section of an excavation,
where B C is the base, A B and C D the sloping sides, E F the centre cut-
ting, and A E D the natural surface. Draw L E M parallel to B C (cut-
ting the side slopes at L and M), and A G and D H perpendicular to it
Since the area ABCD = LBCM + AEL— DEM,the content of a
prism Avhose base is A B C D, and length L, may be found by adding to
the content of the prism having the bBfee L B C M, (which will be taken
from the table of averages,) the difference of the prisms whose bases are the
triangles A E L and DEM respectively. But area AEL = iELxA G
andareaEDM = iEMxDH. Hence
AG — DH
X E L X L is the
correction for the transverse slope, which must be added to the average content
I to give the true content of the solid whose section is the figure A C. "When
. the depth of cutting at the points A and D has been ascertained, A G and
" D H are known, being the difference of elevation of the points A and D
and the centre E. We may also remark that E L or E M is equal to B F
-f- )» X E F. Where the inclination of the ground is not very great, it will
be found sufficiently accurate for all purposes, and much more expeditious,
after having run the centre line to take the transverse slope in degrees right
and left of the centre. Wm. J. Young, of Philadelphia, has made a very
neat little slope instrument expressly for this purpose. ■-_.
164
General Principles and Investigation of Formula.
When the transverse slopes have been ascertained in degrees, the correc-
tions will be found by means of a table which will now be explained.
Produce A B, E F and D C until they meet in I. On E I lay off E i
= 1 and draw a i, i m parallel to A I and D I cutting A E, E L, E D and
E M in a, /, d, and m ; and draw a g and d h perpendicular to G M.
Then the areas a i E, E rf m are equal respectively to ^ a ^ x E i and \ d
A X E ?«, and are to be found under the head of greater and lesser areas in
tables XXIII, XXIV, XXV and XXVI, for every degree of slope from
1° upwards. In the same tables under the heads of greater and lesser
distances, will be found the values of a E, and E d also for every de-
gree. ■ "• -^i- 'v./ •■-;--.•/.•; ^ ^■,:^ ^-...i^r'^i'r-:;^ ,' >, :
Now, E i(=l): EI: : Ea: E A = EaxE I I
Ei :EI::Erf:ED = E<ixEI.
Hence the side distances E A and E D are found by multiplying E I by
the numbers in the table opposite the given slope and under the greater and
lesser distances.
Again, (E if (= 1) : (E If : : (E If : (E Lf : : area Z a E : area L A E'
= area/aE x(E 1)1 / -\
(E if : (E I)^ : : (E mf : (E M)'' : : area B d m : area E D M = area
Ed«x(EI)^
2. ■■■:■■..
■.(.;;»jni'q,«i^^r xiil'^hy*-:
General Principles and Investigation of Formula. 165
^^ Hence the true correction for a length L is (Z a E — E <i m) X E P X L;
Now, E F X L is the content of a square prism, whose base is E I, and
length L; and table XXII shows the content in cubic yards of prisms 100
feet long for square bases from 1 to 200 feet. Hence the value of E P X L
^ reduced to cubic yards may be taken from this table.
. - It will generally be found sufficiently accurate to consider the average
slope in degrees as the uniform slope, and the average depth as the uniform
depth throughout the cut. But as this is not always the case, it is desirable
to have a true expression for the correction where the depths of cutting (and
consequently the width on top) arid the transverse slopes are variable. We
will then see how far a mean depth and slope may be used without introduc-
ing material errors into the results of our calculation.
Let ALE (Fig. 2) represent a vertical section of that part of an excava-
tion which rises above the centre E, A L being the sloping side of the cut,
and A E a section of the natural surface. Let A' L' E' be a similar and
parallel section situated at a distance E E' from the plane ALE. On E L
and E' L' produced, let fall the perpendiculars A G and A' G' ; produce E
E' and A A' to meet L L' produced in S and N and draw K N parallel to
E L or E' L'.
Put EL = T,E'L' = T', AG = P, A'G' = F
E E' = a;, E S = M and E K = M'.
.(I Then E S : E' S : : E L : E' L', " . -
^M^ or M:M — z::T:T' = T— ^.
M
and EK:E'K(:: LN: L'N): : AG: A'G',
: ':■; that is M' : M' — 2 : : P : P = P — ^* .
. I* M '■'
T P « T P T TP-r^v
Now.he,reaALE=^rP' = i(TP-l^--5j-+^)
But if S = content of the solid E A' the differential of 2 S = 2 area A' L'
E'xdx = TPd x — '^- dx- '^-^ d X -{-"^J^ d X. 1 . ^
Hence by integrating this equation we have ^
■^'l oo mo TPi^ TParTPx'
2M' 2M ^3MM ■ . ; ■
T z P z
* Subetituting for M and M' in this equation their values = and — —
T — T P — r
and putting L for z we have . * \ <-< ,.v
^^; S = (2 T P + 2 T' P -f T' P + T P) — * v . (D)
fi , ^^
This IS a general expression for the content of a solid bounded on two
/: sides by planes, and on the third by a warped surface,
r Jf B C (fig 2) represents the base B, IF = — ,EI=D + — - = H
166 General Principles and Investigation of Formula.
and E' I''=H', then T = EL = mxH and T' = E' L' = m X H'. These
Talues of T and T' substituted in the last equation give us for the content
<2 H P + ^ H' F + H' P + H P) — , .;!
which is the excess in cutting caused by the slope of the ground rising above
the centre line of the excavation ; and if H D and H' D' (fig. 2) be put =p
and p'j the deficiency caused by the slope falling below the centre will be
• (2 H p + 2 H>' + H> + H p') ^, ■ 1 'v -
and the true correction is evidently equal to the difference of these expres-
sions, or
I (2 H + H>(P -;.) + (H + 3 H') (P -p) | ~ - (E).
Had we taken — - — in place of P and P', and ^~^ for p and p', or
^ 2
the mean of the perpendiculars P, p, P' and p', the correction would hare
been
(H + H')(P-;> + P'-2)')^ - . . . F,
which if substracted from equation (E) leaves a second correction
(H-H')(P-;)-P'+;>')^ - - -(G).
These are in a more convenient form than equation (E), as (G) may, when
of little importance, be omitted.
When P — j» = P' — p' equation (E) becomes '' '*' 1
(H + H')(P-;,)~ - - . . - (H).
When the depth is uniform but not the slope we have ■ , ^. ^ ^
H(P-2> + P'-p')^ . ,:^,,,.., . . (I).
And finally, when slope and depth are both uniform.
L.r •>■ v"-- -.■'.*-«V
e:
H(P-p)-^ . - - - . (ft).
These expressions for " corrections for transverse slopes" are in the moat
convenient form, if the heights of the points A and D (figures 1 and 2) are
found without the use of the slope instrument, and they do not require the
use of the tables.
, „ 2 AH 2aH_, 2A'H' . , 2 a' H' ^ /*
Let p = -_— ,p = — — ,P = — — — andp = , (where A, a,
fn in n tn
A' and a' are the areas A L E, E D M, A' L' E' and E' D' M' (fig. 2) whea
H and H' are each = 1) then expression (E) becomes
j 2 H» (A — a) + 2 H'« (A' — a') + H H' (A — a -|- A' - a) | li ,
which, if we assume the slope uniform throughout the excavation, becomes
General Principles and Investigation of Formula. 167
-^>^ , I W + H'« 4- (H + Uy I (A -a + A' - a') ^, - (L)
and this subtracted from the above equation leaves us a second correction
V 3t^ (H2_ H'2) (A — a — A' + a) ^- " • ' (M) r
When the slope is uniform throughout, our expression becomes
; I W + H'^ + (H + H'f I (A - a)^. . ,^ . (N) ;■
H 4- H'
But if we had taken the mean depth — as the uniform depth we should
have had for the correction , • ■- -■ ..
which subtracted from equation (N) leaves a remainder
(H-HT(A-a)^. - . : . (0|
When the depth is uniform, but not the slope, we have
W{A — a-{-A' — a')^. • : * * (1^
And when the slope and depth are both uniform ■' ;,i
H^(A — a)L. - - . • .. <a)
These expressions for " corrections for transverse slopes" are useful when
the slopes are taken in degrees, and their values can readily be found by
means of the tables of areas and table XXII. -t-i:;;, i > ^:t7::r:;-V, ;,.^ ./;
There is another method of calculating the contents of excavation and em-
bankment, which is more convenient when the slopes are very great and the
depths variable, which will now be explained.
In fig. 1, draw A O and D P parallel to B C, meeting I^'and I E pro-
duced in O and P. Put E I = H, A O = W, and D P = w, and let the
corresponding dimensions of a parallel section situated at a distance L from
A D I be represented by H' W' and w' respectively.
By substituting H and W for T and P, and H' and W' for T' and P in
equation (D), we have for the content of the solid included between A E I
and its corresponding section
(2 H W + 2 H' W -f H' W + H W) ^, ,
and the content of the solid formed on D E I is ' ;' >'*'•;;
\;:^:v;^:.:.:a^^ (2 H to + 2 H' w' + H' w + H w') :^. > . . = '^
12
From the sum of these contents subtract the content of the prism having for
a base the triangle B C I and we have for the content of the solid formed
on A B C a
h2H + H')(W + i^) + (H+2H;i(W -|-«'')^-?^. - (R)
t-
168 General Principles and Investigation of Formula.
...1 ■-
Let Y, y and Y' y represent the ratio of W. w, and W, w to it and H'
respectively on the values of W, w and W, w when H and H' are each =
1. Then by substitution the above equation for the content becomes
|2H^(Y + y) + 2H'^(Y'+y') + HH'(Y + y+Y'+y')|^-^~.
If we assume the slope as uniform we have for the content *r" -«
[H'+H- + (H + H'r|(Y + y + Y' + y')^-^, - (S)
which subtracted from the above equation leaves a remainder
(H«_H-)(Y+y_Y'-y)^. - - (T)
When the transverse slope is constant the content is 1 . .
[ H^ + H'^ + (H + Uy I (Y + y) ^ - ^. -^ - (V)
If the depth is uniform but not the slope thd content is
W{Y^y + Y'+y')\-^. - - (W)
When the slope and depth are both uniform 1
' «''Y + *)'^-f^- ■ ■ - ■ w
The values of Y y Y' and y for every d,egree of slope from 1° upwards
are given in tables XXIII, XXIV, XXV and XXVI under the head of
greater and lesser horizontal distances and by means of these and table XXII
the values of these equations can easily be ascertained.
If there is no transverse slope we will have ■' ' T
\ — 2"— +— 13— r^-4^- • \ " /^^
Here it may be observed that the value of -— — - m L is given in
the table of " corrections for differences No. XIV • and that the other terms
of the equation are found in table XXII. 1 *^
Finally, if there is no slope and no variation in depth the equation becomes
Wmh — ^^. - ^ -. - - - (Z)
Note. If H* or H"* is substituted for (H — H^, this remark will apply-
to all the formulae in which L is divided by 12. The numbers in table XIV
are -jV of those in table XXII. If « = | or = 1^ the expression ^ — -- — -
m L will be found in table VII or XXI, but if m is any other number, the
expreasion must be found in table XIV and multiplied by m.
■■'r^^^--'\ 'n- • f<-':.'Vf; .^"V;/; i'V^^'fi
,■. .V
.i
,' 0» the Cakulation oftke Tables. IW
ON THE CALCULATION OF THE TABLES. '
The labor of forming tables for calculating earth work may be very mach
abridged, by obtaining the first and second differences. ■''"
^ In any expression of the form a x -\- b a? = iij let a: be increased by a
constant quantity y and become x-\-y, x-\-2y, x-\-Zy, x-\-4y, etc. ;
then the successive values of n will be , . /^
a X -{- b a^
ax-\-ay-{-b3?-\-2bxy-\-by^
> a X + 2 a y + 4 z* + 4 A z y + 4 6 y* :
ax-j-3ay-^b3^-{-6bxy-\-9bi^
ax-\-4^ay-{'b2?-\-8bxy + 16 bf, etc.
Take the difference between each of these expressions and the following
one, and we have . ...-^
ay -{-'Hb x y -\- b -f
\ ay -\-2b xy + Zbf v; >
;■ ay-\-2bxy-\-bbf - :
>;ir>'iK.i>v::.-rv.: ;;.''; ay + 'Ubxy-^lbf ^\^:^ i}-^-'.' ^ . >^
These are called the first.diflerences and the difference of theee differences
26»y — ^v.;,;-.
is called the second difference.
Hence commencing with the first of the first differences, the continued ad-
dition of the second difl^enence produces the several first difl!erences, and these
added in order to the first value of n will give the successive values of n. If
the equation is of the form b 3? = n,ox a becomes o, then the first difference
\% 'Z b x y -[- b ■f, and the second difference is 2 ft y^, as before found.
Ijet us apply this method to the calculation of the tables of contents for
average depths. The expression for the content is (equation A)
(B + m D) D L = B L D + m L D'*. -V : -
Hence if we suppose D to be increased constantly by a quantity d, the
1st first- difference, found by substituting D and d for x and y, and B L and
wi L for a and 6 will be ...
(B i + 2 »i D (i + m i^) L,
and by a similaf substitution we shall find for the second difference
Let it be required to calculate the contents answering to every foot in depth
for a length of 100 feet, base of 25 feet, and slope of ^ to 1.
Here B = 25, L = 100, «» = i, D = 1, and d= \^ and since these quan-
tities are given in feet, our several results must be divided by 27 to reduce
them to cubic yards. i. . ^
255 X 100
Now (B + f» D) D L = — — = 94 444 = content for one foot
(Bi + 2»D(i-|-m^)L = ^ — = 98148 = 1st first difference
170
On the Calculation of th« Tables.
100
And 3 m <P L = = 3-7037 = second difference.
27 i •••■-■■■-.? j'-L-.^fM'
Hence the table will be calculated as exhibited below ; the first differences
being severally formed by addition of the second difference to the preceding
one, and the table of contents by the addition of the corresponding first dif-
ference to the preceding content.
Depth
First Dif.
Content.
feet.
1
cub. yds.
cub. yds.
'
/• ,
•
94 444
■ .1
2
98148
192 592
3
101852
294 444
4
105 556
400 000
■ - .■ -
5
109 529
509259
*■
6
112963
622222
■^
7
116667
738889
■ V .<<-.
8
120 731
859260
9
124074
983333
1 .
10
l*-:7 778
1111111
Let us apply this method to the calculation of a table of corrections for
m 1
differences and in the equation (C) (D — df x -^n P'^* ^ for D — d and
12
let it be constantly increased by a given quantity d'. Then
(2 D' d' 4- d'*) -— = 1st first diflTerence,
■y-
12
and
d'^ m L
= second diflference.
If L = 100, D' = 1, d' = 1, and m = 1, the 1st first difference reduced to
cubic yards is -92593, and the second difference reduced also to cubic yards
is -61728. Hence the table will be calculated as follows :
.-.
Dif. of depth
First dif.
Correction
5. .- ■
■'■ /r, ■ - ■ "*
in feet.
cub. yds.
cub. yds.
r ■■-'•'.
1
30864
.,.;..,. ..A. v,x,. /,../
2
92593
123457
■ • i''' ■'•■' ■ "■ -:
•
3
154321
2-77778
• :■'■ :. ". . ■
.
4
216049
493827
-' '■"- : "... ■• ■■ -'• : ..
■ - ' -'■ ■'
5
2-77778
771605
>''•_ ■ ..'':' '
"■^^.'-j,.
6
339506
lllllll
7
401234
1512345
.1
■ 'f..
-'1^•'■;* ■ , .- * *
8
462963
19 75308
VV , ■.
...
9
524692
2500000
■1: ■■■; :_''^'M'\
yxf/.
■ -■
10
586420
30-86420' r^^- .vv> ,.!?-< .
>*ii5yV ■^-^-^-'
*-r^** ft .v?*» ■'
-j.^1.*-. -J*-* -/- » ,
. ~ Bear Mountain Railroad.
For the Ameiican Railroad Journal and Mechanics' Magazine. /.;.>..
BEAR MOUNTAIN RAILROAD. * ^ ' ■ - '.
Having completed the location of the Bear Mountain railroad, and the
work being now under contract, and in progress of construction, I have
thought that a statement of our operations thus far, and a brief descriptioa
of the general features of the road, might be interesting to the readers of the
J.ournal.
This road is intended for the transportation of the Bear valley coal from
the mines to the canal, and. as originally chartered, was to extend from
Rausch Gap, in Schuylkill county, through Lykens valley, to the head of
the Wiscinisco canal, (unfinished) nineteen miles above Dauphin. Previous
to my taking charge of the survey, some instrumental examinations had
been made to ascertain the feasibility and probable cost of the road through ;
Lykens valley, and trom these examinations, it was ascertained that a route ;
could be obtained through this valley, with grades either level or descending ,
from the mines to the canal, and with a maximum grade of 36 feet per
mile,.
The principal business which this road would probably transact, consists
in the transportation of coal and iron in one direction, and the great rivalry
now existing between the parties interested in the several coal regions, ren-
ders it necessary that the cost of this transportation should be as low as pos-
sible. In order to ascertain the practicability of obtaining a less objection-
able route for the road than the one originally contemplated through Lykens
valley, I was induced to give a most rigid and thorough examination to
the several valleys which head near the western extremity of this coal field ;
and as the result of these examinations, we have adopted a route wholly dif-
ferent from the one originally contemplated, by which a saving of 14 miles
of transportation is effected, with a termination at Dauphin, 19 miles lower
down on the canal, and but 8 miles above Harrisburgh. In addition to this
the road, as now located, has for its entire length (upwards of 30 miles) a
continuous descending grade of not less than 16J, TU)r more than 17| feet
per mile, with but two points on the line where the grade changes, and the
minimum radius of curvature is 19W feet. -'::"'■
I am not aware that there is any railroad in the United States, or in the
world, which, either for the whole, or any considerable portion of its length,
is so admirably adapted for the cheap transportation of freight in one direc-
tion, and in fact, as far as the grades of a railroad affect the cost of trans-
portation, I consider that our road is so located as to reduce this sum to a
rainimim:!. v. -a;:
It is difficult to say what is the greatest load that a locomotive could take
down our road, but the average loads of an engine will of course be limited
by the number or weight of empty cars with which it could return to the
mines, ascending a grade of 17^ feet per mile.
It will readily be seen that our facilities for transacting a heavy freight
business are greater than upon any railroad yet constructed, and that for the
Coal Trade.- ''
..• - ' i
peculiar kind of transportation, this road is over 40 per cent better than a
perfectly level road.
Our road has several other distinctive features ; and is, in many other re-
spects, of a most extraordinary character.
My business engagements at present, however, will not permit me to en-
ter more into detail ; but as soon as I have leisure, I shall be happy to fur-
nish the Journal with sketches and drawings of several of our works of art,
together with a more full description of the road and machinery. ^
J. Spaulding,
Dauphin, April 18, 1844. Chief Engineer B. M. Railroad.
COAL TRADE. '■_■■.;-■ ■' "<T,-'^"'' ';
We have received a pamphlet of some 70 pages on the " Reading rail-
road company," by " Examiner ;" being " a series of articles published in .
the Pennsylvanian in January, February and March, 1844." The object is
to counteract the " incendiary publications" issued in 1839 and 1840, by the
Reading railroad company. The speedy downfall of this company is pre-
dicted with great confidence, and an elaborate demonstration is gone into— •
one of the main arguments being the rapid wear of the iron rails, a subject
on which much has been written for this Journal. The pamphlet reiterates
the old story about the " refuse rails" of the South Carolina railway, which
has been positively contradicted by our correispondent " Q,," in whose ^ate-
ments every confidence may be placed.
There is quite enough of the " incendiary" spirit in both of these rivals
for the coal trade. If the capital of the railway be eight millions of dollars,
then will it require 1,380,000 tons, netting 50 cents per ton, to pay the mo-
derate interest of 8 per cent. The Schuylkill and other works will of course
continue their contributions, and thus in order to make the Reading railway
a successful work the consumption must be doubled at once. •.•|vj.'o'>i»
The tolls on the Schuylkill canal are now 36 cents per ton, or 3 mills
per ton per mile ; the capital is about 3^ millions of dollars. To pay 8 per
cent on this sum, will require about 700,000 tons of coal p'er annum, exclu-
sive of other sources of income. The Schuylkill canal carried last year
447,058 tons of coal, and " Examiiier" estimates " the coal business of the -
Schuylkill field in 1844" at 800,000 tons. (p. 60). This is little more than
enough for the canal, and only two-thirds of the quantity required by the
railroad.
The pamphlet of the Baltimore and Ohio railroad company, published in
this Journal, gives detailed estimates of the cost of transporting coal ; the
aggregate of all expenses being very nearly 9^ mills per ton per mile, tsx-
clusive of interest. They show that IJ cent per ton per mile will yield a
fair profit. '^
On the other hand, " Examiner," (p. 51) makes the following estimate for
the Reading railway, per ton per mile, descending, including taking back
the empty cars.
■>-*■• -^' I'liiilljii ilifiliVh ■'•! ft'r'-" '- '^■'^ -'
Coal Trade.
.j-;-*;-^!
173
cst^
■-•t v:,«:^
'•J> '" ''
•439
•662
•448
•200
Locomotive power, - f ^.^ . V'f'j- ^r^ V " :*
Maintenance of way, ^_ .. : - • ^/V^i-f^- ,;-
Maintenance of cars, - " ; >' * tt ir"^ /; ^ • - ■ ?:
Miscellaneous charges, - - - v^:V/ •>
Ji , Total in cents, - • . *- . 1-739
This is i^ry nearly twice the estimate of the Baltimore and Ohio com-
pany, endorsed by Mr. Latrobe. As time will shortly demonstrate which
is the more reasonable view, further speculation is at this time useless, and
we shall dismiss the subject after drawing attention to the following circum-
stance. In 1841 the Schuylkill canal brought down 584,000 tons, in 1843
only 447,058 tons which with the 229,015 tons per railroad, gives 676,073
tons from the " Schuylkill field" for that year. The railway was not doing
enough to have any influence on the trade till last fall, yet the receipts of the
canal fell from $575,000 in 1841 to $315,000 in 1842. The full price
might have been maintained till late in 1843, and it looks very much as if
the canal company to prevent the completion of the railway had literally
thrown away nearly half a million of dollars, which would have paid divi-
dends for 1842 and 1843, and left the company in a better state to compete
with the railway. Had those entrusted with the direction of these works
been actuated by the proper spirit, there could have been no difficulty in
making an arrangement which would have yielded a fair profit to both.
However much the public may appear to gain from the sacrifices made to
injure each other, it entertains no other feeling than contempt for those who
thus squander large sums confided to them by others for the purpose of se-
curing fair dividends from undertakings calculated to advance the prosperity
of the country. r ■■''■ .
In a late number, the statement of the Delaware and Hudson canal com-
pany for 1842 was given, and we now give the statement of this flourishing
work for 1843.
Statement of the business of the Dslaware and Hudson Canal Co. for 1843. "
To coal on hand. March I, 1843, «1!M,691 50
« Mining coal, 107,64.J 93
" Railroad transportation and repair*, 103,808 02
" Freight of coal to Rondout, 233,837 68
" Canal repairs and superintendance, 77,700 23
" Labor and expanses at Rondout, 21,219 50
" InUrest on SUte stork, 38i325 00
" Interest on company loan, 2^9 00
" Rent*, salaries, current expense*, etc, 23,927 33
Balance, 196,701 74
By sales of coal,
" Canal and railroad tolls,
" Interest received,
" Coal on hand.
New Yorh, March 1, 1844.
•930,202 93
By balance.
•804,900 74
30,996 53
23,251 41
71,054 2&
' f-.V:
•930^302 88
•196,7D1 74
Hence it will be seen that the cost of transportation on the 108 miles of
canal was $233,837, or 9^ mills per ton per mile, and the total cost from
the mines, 126 miles, was 14^ mills per ton per mile. Deducting mining,
interest, rents, etc., and the total charge may be taken at $2 80 per ton, or
$0222, or nearly 2| cents per ton per mile. The dividend amounts to 87^
cents per ton, about 7 mills per ton per mile, or more than twice the grow
charges of the Schuylkill canal ! ,» , .
Lastly, it must be remembered that the railway, though only 16 miles ^
1T4 Duty on Railroad Iron.
long, does one fourth of the work. The coal is mined on the west side of
the mountains, and carried over the summit to the canal on the eastern slope,
so that though only one-eighth of the entire line, it has to bear the brunt
of the fight. In fact this work could scarcely exist without the railway,
though we believe that the Schuylkill canal is not equally dependent on that
mode of transportation. .,?,/.v' -..tj^;,;* 7; ?• ;-.»;.
The high rates of. transportation — as compared with Philadelphia esti-
mates— which coal affords on the works of the Delaware and Hudson canal
<;ompany, show that that canal has peculiar advantages. The grand, the
vital advantage is, that the work is complete in itself The company owns
from the mines to the Hudson, and can now deliver coal at tide water on
that river as cheaply as it can be delivered in Philadelphia, if the Miner^
Journal is correct in statin? that the average cost of coal delivered in the '.
cars or boats at Pottsville is, on an average, $2 25 per ton. We believe
that no red-ash coal can be reached by any cheaper route than via the Dela-
ware and Raritan canal, though the white-ash of the Wyoming field deli-
vered on the Hudson at S3 50 per ton, yields 10 per cent, to the Delaware
and Hudson canal company. Hence we conclude that no inconsiderable
part of the coal trade will be from the mines to the Hudson, though we '
have no idea that the present trade of Philadelphia, or of the Delaware and ,
Hudson canal company, is to be diminished by new avenues skillfully pro-
jected, and destined to accommodate \he increasing demand, and not merely
for the purpose of supplanting a useful flourishing work.
DUTY ON RAILROAD IRON.
The Pottsville Miners' Journal has a long article on the iron trade, in
which the policy of keeping up the present duty of $25 per ton on railroad
iron is warmly advocated. It is said that this article can be produced here
for $55 per ton — but where ? Can it be delivered in New York or Boston
for that price? It is too generally overlooked that railways are, in many
instances, more important to the manufacturer than any tariff". The cost of
transportation of the materials, ore, coal, lime and manufactured article, is
one of the grand items, and many works now abandoned would be in flour-
ishing operation if they had a cheap communication, open throughout the
year with the .sea board. The immense capital required for the manufacture
of railway iron, the uncertainty of the demand, and the very low profit it
can afford under this branch of the iron trade the least desirable of all to the'
American iron master, as well as the very last in which he should engage.
By means of railways establish the iron trade in all its most profitable
branches, and then, when no other iron is imported, impose any duty on rail- -
road iron which may appear at that time judicious ; but do not now cripple '
the rising energies of this best friend of the farmer and manufacturer for the *
purpose of inducing enterprizing men to embark in the least profitable and '.
most uncertain branch of the trade, while such enormous quantities of iron '^
are imported for the common purposes of life.
-iHiittitMTi^j
The Screw Propeller — Steam Navigation. 175
/;? THE SCREW PROPELLER STEAM NAVIGATION.
At the last meeting of the Liverpool Polytechnic society, the president,
John Grantham, Esq., E. C, in the course of his annual address, said, that
finding he had but few observations to make on the slate and prospects of
the society — so even had been the tenor of its way through all the changing
scenes of the times — he should introduce to their notice a topic of public in-
terest, suited to the character of their meetings ; the subject he alluded to was
the present state of steam navigation. After some introductory observations,
as to the failure of the science as a profitable mechanical speculation, he
called their attention to the screw propeller, as a substitute for paddle wheels
— an improvement which he had great hopes would do much to place steam
navigation on a firmer foundation. Several short notices of the screw pro-
peller had appeared in scientific publications, [See Mining Journal of the
38th October, for a detailed description, with diagram,] but they were very
imperfect, and little could be gleaned from them. It had, however, been re-
ferred to more satisfactorily, in a paper written by Mr. Elijah Galloway, the
patentee of paddle wheels, in an appendix to Tredgold's work W the steam
engine. But the author had not formed a decided opinion on the question,
and did not establish its superiority. The French claimed to be the original
inventors of the screw propeller, and few would dispute with therm the honor
on this point — though they also claimed the steam engine, which was due to
the English. The lecturer here referred to a French paper detailing the
performances of the French war steamer Napoleon, which were certainly
satisfactory ; and next noticed a number of instances in which the screw had
been employed, even from the year 1699. It was also tried by different
parties in 1743 and 1763. In 1802, the Doncaster transport, which had
been becalmed, was worked into harbor at Malta, at the rate of one and a
half mile per hour, by eight men at a spell. She went seven leagues with
a screw, and the parties seemed to have contemplated every kind of propeller
since patented by others. In 1825, the screw was applied to a vessel in the
Thames. In 1828, a patent was taken out for a screw by Mr. Chas. Cum-
merow. In 1832, M. Sauvage also applied it. In the same year, Mr.
Woodcroft, of Manchester, took out his patent ; in 1836, Mr. Smith his ;
and in 1838, Mr. Ericsson also obtained one. Cummerow's and Smith's
were much alike. Mr. Grantham then explained the principle of the screw,
or inclined plane, and its advantages over tne paddle wheel, assuming for
argument sake, that simply as a propeller, there was no preference to be
given to either. He referred to cross sections of two vessels of the same
dimensions, one with the paddles, and the other with the screw ; also to lon-
gitudinal sections of the same. By pointing to this, he clearly showed the
several advantages of screw vessels. There were several kinds of screw
propellers, but the principle was the same in all — an inclined plane turned
round a spindle, or cylinder. This he showed by wrapping a piece of paper
in the form of a right angled triangle round a roller ; and the hypothenuse,
or slanting edge, of the paper, described the worm of the screw, which
might be made of any pitch. And if a screw were made to revolve in a
solid, by giving it one revolution, it would move forward or backward, a
distance equal to the pitch. There might be several threads in the same
screw, but although this constituted a difference in form, the principle re-
main^ unaltered. Mr. Smith's first experiments were made with a single
.' thread, or incline, wound round an axis, making an entire revolution, and
' presenting to the eye, when looking in the direction of the axis, the form of
a complete disk. Ericsson's and others consisted of a short portion of the
screw, with many threads, or inclines, in some cases appearing to the eye,
176 The Screw Propeller — Steam Navigation
when placed in the direction of the axis, as a complete disk. [He here de-
scribed the number of blades o|j the screw, and how they were formed.]
Woodcroft, who obtained his patent in 1832, adopted a slightly different sys-
tem. Instead of the thread being uniform, and the incline the same at all
points, he proposes an increasing pitch at ihe after end. His object would
be understood by considering a fish's tail, more particularly that of the eel.
In the evolutions made by its body and tail, they each continued to increase ;
and, consequently, the rapidity with which it struck the water increased also,
and compensated for the loss of effect occasioned to the tail by the motion
given to the water \)y the body. In like manner, by giving this constantly
increasing angle to the screw, the same result would follow. This he, Mr.
Grantham, conceived to be a very beautiful modification of the original screw
propeller. The principle did not escape the attention of others ; and it was
to be regretted that it had not been tried earlier and made known. He had
alluded to the plans of Messrs. Smith, Ericsson and Woodcroft, to the first
two as being best known, and because he believed the award of superiority,
was, by almost common consent, given to it. Mr. Smith was the originator
of a company that built the Archimedes — a vessel that circumnavigated Eng-
land, and performed other long voyages. She first drew public attention to
the subject. Great credit was due to that spirited company, and to Mr. Smith,
for these experiments, which were conducted on a liberal scale; but this was
not the first vessel that had been propelled by a screw. Ericsson had pre-
viously done much, and displayed great originality of thought. The form
of his propeller, aUhough not the subject of this patent, had never yet been
surpassed, and it required only the elongated pitch to make it the most effi-
cient yet constructed. He, the lecturer, was influenced by this opinion, when
recently called upon to construct the small vessel called the Liverpool Screw,
which had been at work on the Mersey. He had taken care net to infringe
any patent on the screw he adopted, and was surprised to find, on looking
over the list, thflt these valuable plans have been overlooked. Several ex-
periments had been made by Messrs. Brunei, Claxton and (xuppy at Bristol,
under the superintendance of the latter, upon various forms of screw in the
Archimedes. In these some curious facts were observed, and it was then
suggested that it was possible to propel a vessel faster by the screw, than the
screw itself would have gone, had it worked in a solid medium. He at first
conceived that there was an error in the calculations, but subsequent obser-
vation induced him to believe it possible to obtain such a result, and ihat all
vessels having the screw in the dead wood, or run, ha*e a tendency to go
faster than the theoretical calculation would lead us to expect — though if this
tendency were increased, it would be at a loss of power. He accounted for it
by the manner in which water fell into the vacancy left as the vessel passed
onward. A similar operation might be observed in watching the eddy form-
ed by the pier of a bridge, in which case the body was stationary, and the
water moved, but their relative positions were the same in both. The con-
clusion, therefore, was, that though the relative eflfect between the screw and
the vessel appeared to be favorable, yet that being obtained at a great sacri-
fice of power, such a result might arise from defects in the form of the ves-
sel, and was, therefore, no good indication, and that the utmost efficiency
would be obtained, when the speed of the screw was from one-fifteenth to
one-twentieth part greater than that of the vessel. The lecturer then noticed
some of the most remarkable screw vessels that had yet appeared, and the
forms of the propellers employed, and considered the difficulties that opposed
the general introduction of the screw, and showed that some of the objections
to it were groundless. He showed, by diagrams of two vessels of equal size,
.N>f»iiyi k; Xkisi of TransportaHon on ttailroads. '>■_ ''■■.'-'
that where paddle wheel vessels could not easily have any beams over the ; •'
engine room, on the plane of the lower deck, as the engine, etc., rose to the
deck above, beams might be introduced in screw vessels at that point, not '
;" only greatly strengthening the vessel where she most wanted it, but admit-
■ ing of a clear range of saloons, or cabins, fore and aft, with, little or no in-
terruption.
A short, interesting discussion took place, in the course of which the chair-
man ably and convincingly replied to ihe questions propounded, on the sup- . ,
posed lateral pressure of the screw. — Mining Journal. .,
' ''''■'■ ""■"' COST OF TRANSFORTATION ON RAILROADS.
The cost of transportation on railways is the most important engineering
topic at this time before the public. Hence every circumstance in any way
elucidating the subject, even in a very small degree, is worthy of attention.
In 1843, the freight on the Western railroad was equal to 60,350 tons carried
156 miles, or 9,414,621 tons carried one mile, the average load being 47|-
tons per train, nett. The passenger trains ran 216,139 miles, the merchan-
dize trains 197,603 miles, miscellaneous trains 27,866, in all 441,608 miles.
The total cost was§283,826 43, or 64^ cents per mile run. If we assume
ti^ cost of all the trains to be equal, this would give 1-34 cents per ton per
mile with trains averaging about half the power of the engines, and overcom-
ing grades of 84 feet ner mile, at an average velocity of 15 miles per hour.
With a speed of 8 miles per hour, and grades of from 35 to 40 feet per mile,
twice the load would be taken without any additional expense than the load-
ing, unloading and wear of cars, say 3 mills per ton per mile, making the
total cost 96 mills per ton per mile, exclusive of renewal of track. If the ett-
gine can take 150 tons, all expenses including repairs and renewals would
not exceed one cent per ton per mile, which is about the estimate of the Bal-
timore and Ohio railroad companj^ as given in our last number. As the
cost of the freight trains is not given separately, we have assumed the cost to
be equal. /;; :
The receipts for merchandize were $275,606 19, or %^ 57 per ton, or
$-0299, say 3 cents per ton per mile, and this " exceeded the entire expense
of conducting the business of the road." The total amount paid for trans-
portation on the Erie canal is estimated at from 4^ to 5 millions of dollars
for carrying nearly 400,000 tons a distance of 363 miles. This gives very
nearly 3 cents per ton (of 2000 pounds) per mile. Again, the statement of
the Delaware and Hudson canal company gave 2^ cents per ton per mile
as the amount received in 1843. Could the Western railroad run with full
trains at a low rate of speed, and be sure of 200,000 tons of freight per an-
num, it does appear to us that it could carry quite as cheaply as any canal
in the State of New York, supposing both to yield not less than 8 per cent
on their capital. Where dividends are passed by, as on the public, and, we
are sorry to say, on some of the private works of Pennsylvania, they can
of course carry more cheaply than those who do not choose " to work f<ff
nothing and find themselves." ■;Tiif
178 Spark Arrester. — Railway Communication through France.
SPARK ARRESTER. ^;,
M We have in our office a very neat model of Messrs. French and Baird's
Fiff. 1. patent " Spark Arrester." In the accompa-^
nying wood cut, (fig. 1,) is a vertical section
through the axis, in which P is the smoke-
pipe, from which the steam and the sparks
pass through the " volutes" v, (figs. 1 and 2)
into the chamber C, in the manner represented
by the arrows. The centrifugal force gene-
rated by the "volutes," forces the sparks
against the outer side of the chamber C, in
which are numerous openings o, through
which they fall down between the smoke-
pipe and the outer casing. The steam escapes
through the perforated plates d, which, from
their arrangement present a very large sur-
face for that object. The peculiarities of this
arrangement are the application of the cen^i-
fugal force as above described, and the mode of increasing the surface of the
wire-cloth, or perforated sheets of metal, without increasing the diameter of
Fig. 2. the pipe, by means of joining the rings at
their upper and lower edges alternately, as
seen in fig. 1, d.
It has been in use for some time on the
Georgia, Philadelphia, Germantown and
Norristown, Wilmington and Baltimore, Lex-
ington and Ohio railways, and we have seen
flattering testimonials from the superinten-
dants of all these works. The very best
workmanship is indispensable ; and experi-
ence has shown that certain parts require the
material to be of peculiar strength and quality. When in perfect order, it
has been stated to us, that, in running in the night, there is scarcely ever a
spark to be seen.
The cut gives only a general idea of the " modus operandi," and nume-
rous views and sections would be necessary to give a working plan. Messrs.
French and Baird are established in Philadelphia.
RAILWAY COMMUNICATION THROUGH FRANCE.
*- We find in the April number of the " London Polytecnic Magazine and
Journal of Science," the following article in relation to railways in France,
by William Bridges.
On the 27th of December, 1841, afler two years of legislative talk in the
French chambers, in the course of which, sometimes the principle of leaving
everything to private enterprise, sometimes the necessity of government con-
c 'ji ■.,- ~*-;^ii"r'". -■-■•. '^ -' . ■ ^, ■ - ■ .™^^*<\-
Railway Com munieaiion through France, 179
trol and supervision, sometimes the advantages of both methods was insisted
on, discussed and negatived, the speech of the French king led France to
expect that something would finally be done to put France, as respects rail-
way communication, on a level with the rest of Europe. And it was full
time ; Belgium had already completed 80 leagues ; Germany 180 ; England
1400 miles ; France nothing. And even in April, 1842, it is stated in part
IV of the commercial tariffs and regulations, presented to the British par-
liament, that French railroad communication embraced a very bad line from
St. Etienne to Lyons, one from Paris to St. Germain, and two from Paris to
Versailles. In the royal speech referred to, several important lines were
announced as under consideration ; among others, a line connecting Paris
with Lille and Calais. It was fairly anticipated that such a line, forming a
connecting link not only between Paris and London, but also between Eng-
land and Belgium by way of Lille, and by means of the Belgian railways,
with the Rhine, would be most valuable to English interests ; while another
proposed to Lyons would facilitate the overland passage to the east, as this
one to Berlin and the north of Europe.
A few months after the announcement by the king of the intention on the
part of government to bring in a measure for the encouragement of railway
undertakings, a bill was submitted, and after some discussion became law on
the 11th of June, 1842. By this law it was resolved to establish a national
system of railways, to unite France with Belgium, England, Germany, the
Mediterranean and Spain ; and to give a stimulus to internal traffic. The
mode proposed to give effect to these objects was one unsuitable, perhaps, to
the English commercial spirit, but rendered absolutely necessary in France,
from the difficulties which had been experienced, and the fearful jobbing
which had taken place in the prosecution of the few private railway specu-
lations which had been already entered into. The French government, see-
ing that hitherto a few great millionaires had engrossed every undertaking
of this character, undertook now to provide the land, and execute all the
earth works, tunnels, bridges, etc. ; the portion left to private enterprize be-
ing less precarious, extending only to the laying on of the ballast, the for-
mation of the permanent way, with the supply of locomotive power, car-
riages and material for working. The valuation of all lands for which
compensation was required was to be left to a jury ; a most wise regulation,
and one which this country would do well to imitate. One-third of this com-
pensation was to be borne by the State, the remainder by the departments
and parishes whose interests were affected by the line.
Under this law a very important line has been completed to Rouen, and
is now in further progress towards Havre ; so that we may speedily expect
to be put within a twelve hours' journey to Paris. We perceive now that
an extension of the line eastward is in contemplation, to the very banks of
the Rhine, to connect London, Havre, Paris and Strasburg ; and as the last
of these cities forming the terminus of a direct line across the richest and
most industrious districts of France, is also the intended point of convergence
for all the national railroads of Germany, the national and international
benefits of such a line can hardly be over estimated. The distance from
Havre to Paris is 144 miles, from Paris to Strasburg 286 miles, almost ex-
• actly double ; the aggregate length of the journey is therefore 430 miles,
one railway hour further than from London to Edinburgh. To traverse
this route under present means of intercommunication, to transport the wines
and grain and innumerable herds of La Brie and the Moselle, or the pro-
duce of the growing factories of Alsace, the continental Lancashire, between
and among the various towns and cities of Paris and Strasburg, Chateau
180 Ship Canal
•4* i.-i- '
Thierry, Nancy and the valleys of the Maine and the Saverne, is a work,
which, to the Englishman, accustomed to the comfort and expedition of his
Great Westerns and Midland Counties, and other railway facilities, would be
appalling enough, considering that the actual traffic extends to upwards of
100,000 French tons per annum, and an aggregate of 200,000 passengers
via Strasburg to and from the Germanic provinces.
The country, commencing at the Strasburg end of this great " thoroug-
fare," is the continental United States — the provinces of ZoUverein, contain-
ing nearly 30,000,000 of inhabitants, and nearly 200,000 square miles of
fertile territory. The high duties of that league — or rather its vexatious and
unequal duties — ^that on cotton alone varying from 3 to 120 per cent, on the
value, being levied on the same principle as that upon tea in England, favor-
ing the rich at the expense of the poorer classes, taken in conjunction with
our restrictive commercial policy, have had the effect of unduly diverting
capital in an agricultural country to commercial and manufacturing enter-
prize ; the factories of Baden, now 300 in number, more than doubled in
the course of seven or eight years, while the Saxon spinning establishments
and stocking frames advanced more rapidly in three years towards 1840,
than in thirty years previous. Seeing that England now sends 100,000
cwts. of cotton wool to this wool growing country, we may be convinced
that there is something " rotten in the State of Denmark," which, perhaps,
is to be corrected more by such facilitation of social intercourse as we here
discuss, than by a modification of our tariflls. At the Leipsic fair, at least,
we know that the market is inundated with smuggled English manufactures.
A new facility to smuggling will lead to such measures of policy as will
substitute honest and open national traffic for contraband dealing. It is in
this manner that the healthy interchange of the agricultural products of
France and Germany and the manufactures of England will alone be re-
stored ; or if it is now too late to look to the German States for a market for
our cottons and calicos, let us even, if we can transport nothing else, be glad
to find a ready and ever open conveyance for our machinery to supply the
looms of Alsace, and the spinning establishments of Prussia. ^
SHIP CANAL.
Through the politeness of Col. Abert, of the bureau of topographical en-
gineers, Washington, who will please accept our thanks, we have received '
several reports ; and, among others, one in relation to the construction of a
ship canal around the falls of St. Mary, in Michigan, which we give entire,
except the map.
Report of the secretary of war, vommunicating an estimate of the cost of
constructing a ship canal round the falls of St. Mary.
War Department, Jan. 4, 1844. *
Sib. : In pursuance of the resolution of the Senate passed on the 27th ult,
I transmit, herewith, a report from the bureau of topographical engineers,
with an estimate of the cost of connecting lakes Huron and Superior by
means of a canal round the falls of St. Mary, adapted to navigation by steam.
vessels.
As the resolution calls for any estimates of the cost of this work in the
possession of the department, the colonel of the corps of topographical en-
gineers has given the plan and estimate of Mr. Almy, made in 1837, for the
description of canal therein contemplated. But, deeming the resolution to
look to a canal of larger dimensions, he has added his own plan and estioiatA
•/r"'j:^ 'f«^*3*" "\.T» V i^p^jf^«r^ '^
Ship CaneU. ^^ ; 181
for a canal " adapted to navigation by steam vessels," based on the best in-
formation which he could obtain in relation to the subject •'-.•,.-:
J.. Very respectfully, your obedient servant,
i- J. M. POETER.
Hon. W. P. Mangum, President of the Senate. -':*£? ''" j
Bureau of Topographical Engineers.
Washington. Jan. 3, 1844.
Sib. : In obedience to your direction, I have the honor to submit an esti-
mate for a canal, "connecting lake Huron and lake Superior, adapted to na-
vigation by steam vessels," called for by a resolution of the Senate of the
27th instant.
As there has never been a survey of that locality for such a purpose by
this office, I am without those elements for an estimate upon which the office
usually relies.
In the absence of such information, resort has been had to a survey made
by Mr. J. Almy, in 1837. Mr. Almy was an engineer in the employ of the
State of Michigan. Also, in anticipation that information of the kind now
called, for would probably be required during the present session, a letter was
addressed to Capt. Johnston, at Fort Brady, in July last, proposing certain
queries having reference to this canal, which he was desired to have inves-
tigated and answered. His answer of last September is hereto annexed, to-
gether with the information asked for, which was collected with much care
by LieuL Handy, of the 5th infantry.
This information, together with the survey of Mr. Almy, will enable me
to submit an estimate upon which reliance may be placed.
Mr. Almy's survey, report and estimate are hereto annexed. His estimate
amounts to $112,544, which would probably be sufficient for the construc-
tion of a canal of the kind and dimensions contemplated in his report.
But the resolution of the Senate contemplates a canal " adapted to naviga-
tion by steam vessels." A canal for such a purpose involves considerations
that will much enhance the cost beyond the estimate of Mr. Almy. The
government steamer, Michigan is 167 feet long, 47 feet wide, draws 8 feet
water, and is of 600 tons burden. Freight vessels of these dimensions would
draw more water, as they are generally more heavily laden ; and, from the
beet information I have been able to collect, a draught of ten feet is the least
which can with safety be adopted for the largest class of lake steamers. Nor
can less than two feet of water below the bottom of the boat be adopted for
the canal. These dimensions give data for the size of the canal and of the
locks, viz : for the canal, 100 feet wide and 12 feet deep ; for the locks, 200
feet long and 50 feet wide.
The difference of level (according to the survey) between lake Superior
and lake Huron is about 21 feet, which is supposed to divide into three lifts.
The locks should be collected together at the lower end, in steps, without in-
tervening basins, as exhibited in red lines upon the plan, and should be in
double sets ; one set for the ascending and one for the descending trade. The
towing path to be three feet above the water line, and where this path is
upon the embankment it should be twelve feet wide ; the berm upon the op-
posite side to be six feet wide ; the canal to be without lateral slope, but to
have the same width, except as to batter of side walls, at bottom as at the
water surface ; the sides of the canal to be maintained or reveted with dry
stone walls. The dry masonry of these walls to be three feet wide at top,
and five feet wide at bottom ; but where the excavation exhibits a sufficiently
firm rock facing, these dimensions may be reduced. The extension of the
188 ' ' ' Ship Canal,
work into lake Superior will have to be about 800 feet, before a sufficient
depth is obtained, and there will probably have to be some excavation under
water at the lower end of the canal, although the profile of Mr. Almy does
not exhibit its necessity.
The total length of the canal line from water to water, exclusive of the
extension of work into the lake, is about 4,400 feet, throughout a part of
which an embankment will have to be raised, as exhibited in the profile. A
pier to protect the entrance, of the canal, supplied with belaying posts, wijl
have to be extended for about 800 feet into lake Superior, upon the southern
side of the canal. ^,-
As lake Superior has, from various causes, a difl^erence in its level of about
four feet, it will be necessary to construct a guard lock at the junction of the
canal with that Jake ; and, also, in order that the water may be occasionally
shut off for purposes of cleaning and repairing the canal. And in conse-
quence of variations of level in the water below the falls, the last st t of locks
in the series at the~ lower end of the canal may have in their construction to
embrace the considerations due to lift and guard locks.
The prices for the excavation are taken from Mr. Almy's estimate ; those
for the embankment and dry walling from data in this office ; tliose for the
a report of Capt. Williams for a canal to overcome the falls at
Niagara^ as it is not supposed that works of this kind can be-done for less at
St. Mary's than at Niagara.
The difTerence between the estimates (that of Mr. Almy and that now sub-
mitted) arises principally from differences of dimensions in the two plans,
and from those considerations which belong to a canal adapted to steam na-
vigation, and to the active trade which the canal will have to accommodate.
In works of this kind we should avoid the mistake committed at Louis-
-~ — jrille,. which already, in the judgment of so many, renders the construction
^of a second canal at that locality necessary.
The cost of constructing this canal would be very much reduced if the U.
States troops were employed upon it. A detachment of about five hundred
men would accomplish the object by the usual roster details, and the diffe-
rence of cost would be in the difference between the usual piicfe of labor,
and the allowance of 15 cents per day to the soldier when so employed.
The employment of the army upon such works, in times of peaco, is cus-
tomary with all other nations, and I can see no sound objection to the adop-
tion of the practice in our service. Such occupation is no injury to the dis-
cipline, while it preserves the bodily health and mental vigor of the men,
and increases their efficiency and usefulness for their ordinary duties. These
considerations are, however, not involved in the estimate.
ESTIMATE.
Guard lock at lake Superior, - - - $27,897 00
For cutting 18,500 cubic yards of rock under water, at $1 50 per yard, 27,750 00
For cutting 89,920 cubic yards of rock, at SI per yard, - 89,920 00
For excavating 8,647 cubic yards of sandy loam and vegetable mould on top
of the rock, at 20 cents per yard, ... 1,729 40
Do. do. 1 13,607 c. yds. loam, gravel, vegetable mould, etc., hi 25 cts. per yd., 28,401 75
For embanking 15,600 cubic yanls, at 12 cents per yard, - 1,872 00
For 11,555 cubic yards of dry masonry wall, at S2 per yard, - 23,110 00
For three double locks, at $66,715 each, - - - 200,145 00
JFor a pier 800 feet long and 12 feet wide, - - f t-J > 12.000 00
Contingencies, 10 per cent., - - • - 41,282 51
ToUl, . . » - . 454,107 66
Respectfully submitted by, sir, your ob'L serv't, J. J. Abert,
Col. Corps Topographical Engineers.
Hon. J. M. Porter, Secretary of War.
"-;■/:- . ■":■■■-■-■ ' - -I
-S%ip CanoZ. 183
,^*ti*:*<4?:: >■ ,K ■ ;;. :>"/•- ^^^^ Brady, Michigan, Sept. 29, 184a
Sir : I have the honor to enclose, herewith, answers to your queries of
July 25th.
The necessary examinations have been made by Lieutenant Handy, 6th
infantry.
As far as I can judg-e, having been over part of the ground, and from re-
ports of others, I think he is as correct as he assumes to be ; wanting, as he
mentions, instruments necessary to exactness.
Permit me to add, that Lieut. Handy, besides willingly undertaking this
duty, has, I think, shown both diligence and skill in the performance of it.
I am, sir, with respect, your obedient servant, A. Johnston,
Capt. 6th Infantry, commanding Fort Brady."
Col. Abert, Chief Topographical Engineer, Washington.
Fort Brady, Michigan, Sept. 8, 1843.
Sir : In conformity with instructions contiined in your letter of July 25th,
requesting information in reference to the practicability of a canal route in
the vicinity of the Saift de Ste. Marie, Michigan, I have the honor to lay
before you the result of my observations, having been detailed for this duty
by Capt. Johnston, commanding Fort Brady. You desire to know,
1st. " What kind of soil does the projected canal pass over ?"
From the upper or western extremity of the canal line to the mill race,
(a distance equal to about half of its length,) the soil consists of vegetable
mould, underlaid by a bed of red sandstone rock, of a very soft nature, and
very thinly stratified — the strata, in many instances, not exceeding an inch
in thickness. The adhesion between the strata, in many places along the
canal line, is so slight that they can be easily removed with the hand. From
the mill race to the lower or eastern extremity of the line, the soil consists
generally of sand and loam, interspersed with boulders of granite, gneiss, etc.,
varying in size from two to four feet diameter. Most of these boulders are
of a very good material for building, and would be serviceable in the con-
struction of locks, etc. In many places along the line, the soil is of a very-
permeable nature, so much so, that upon breaking ground, the water makes
rapidly. ' ^
2d. " Is the rock near the surface, or what distance from the surfiice, ge-
nerally, in the extent of the line ?"
The average depth of the rock below the surface, for the distance above
mentioned, is about one foot. In some places, it is only six inches ; in others,
more than five feet below it — the strata dipping in a direction parallel to the
tine of the canal
3d. " What is the depth of the water near the shore, at each end of the
canal line, and what distance from the shore before a depth of fifteen feet is
attained?"
The average depth of water at the lower end of the line, for a distance of
about 60 feet from the shore, is 2^ feet, when it suddenly deepens to 6 or 8
feet The shortest distance from the shore at which a depth of 15 feet is at-
tained, is 52 yards. At the upper end of the line,.the average depth of water
is from 2^ to 4 feet. To attain a depth of 15 feet, it is necessary to go about
226 yards from the shore, in a line forming an angle of about forty degrees
with the canal line. Following the. direct line of the canal, it would be ne-
cessary to proceed up the river several miles before a depth of 15 feet could
be attained, for the water continues at a uniform depth of about one fathom
for a very considerable distance along the American side of the river, so that
it is necessary to proceed out some' distance in a direction at right angles with
184 Ship Canal. -
the line of the shore to strike the channel. Upon reaching the channel, the
water suddenly deepens to several fathoms ; the bed of the river, at this point,
sloping off very abruptly, at an angle of about 30 degrees. ,,
5th. " Is the bottom at both ends mud or rock?"
The bottom at the lower end of the line consists generally of sand, under-
laid by a stratum of hard clay, with here and there a bed of sandstone rock
of trifling extent. '
At the upper end the bottom consists of an extended bed of sandstone rock ;
being a continuation of the bed before described as underlaying the canal line
for about half of its extent. This rock extends to a distance of several hun-
dred feet from the shore, and is overlaid by a stratum of sand, averaging
about one foot and a half in thickness.
6th. " Are there any shoal places below Fort Brady sufficient to obstruct
first class lake steamers, in a passage up to near the lower end of the canal ?"
About 20 miles below Fort Brady, at a widening of the river known as
lake George, there is a bar of very hard clay, underlaid by a substance re-
sembling quicksand in its properties. As this bar extends completely across
the lake, all vessels navigating the river ar^ompelled to pass over it. The
depth of water upon it is very variable ; sometimes exceeding nine feet, and
sometimes, though rarely, not exceeding six. The average depth may be
laid down at seven feet. It has frequently been crossed by the largest class
of steamers at present navigating the lakes. This is the only obstruction of
importance between Fort Brady and the mouth of the river, though the
channel is very winding, rendermg the navigation rather intricate.
It would perhaps be as well to state that the Mater in the St. Mary's river
is much higher at some seasons than at others ; and it is at pres( nt higher,
by upwards of two feet, than it has been for some years past. In ascertain-
ing the distance to which it is necessary to go from each end of the canal
for a depth of fifteen feet, I have therefore made some allowance for this un-
usual, rise of the water. •
I would also remark, that owing to a want of proper instruments, my ol>-
servations, respecting distances, etc., are not made with that accuracy with
which I should otherwise have been enabled to make them ; but I trust they
will prove sufficiently accurate for all practical purposes.
I have the honor to be, very respct.'y, your ob't serv't, J. O. Handy,
Brevet 2d Lieut, bth Infantry. •
Col. J. J. Abert, Chief of the Topographical Bureau.
Sepitmber, 1837.
Sir: In pursuance of my appointment from you as engineer, and in pur-
suance of an act of the legislature, I have the honor to transmit, herewith,
the survey and estimate of the expense of constructing a ship canal around
the falls of St. Mary ; also, maps and profiles showing the location of the
proposed line of canal, together with the depth, quantity and quality of the
excavation.
Having had the honor of being one of a special committee to whom was
submitted for consideration, at the last session of the legislature, the project
of uniting the water of lake Superior with lake Huron by a ship canal, and
having been also identified with all the subsequent proceedings as the friend
and advocate of the proposed work, yet I hope that neither of these circum-
stances has had any influence with me in making up and presenting a more
favorable report than is warranted from a careful survey and examination of
the proposed line of communication.
I do not deem it necessary, before entering into a topographical descrinUon
Ship Canal. 186
of ihe country in the immediate vicinity of the proposed improvement, al-
though il might not be out of place, neither is there required at the hands
of the engineer, any speculations or statements in regard to what would be
the effect on commc«-cial operations by removing the barrier to navigation
between lakes Huron and Superior. ';.
If, however, any information on this subject should be deemed indispensa-
ble, there are sources from which, I apprehend, the most convincing and sa-
tisfactory evidence can be obtained of the importance and utility of the work
in question. .4 jn ^ • ^^^f'"?/
By reference to the map and profile of the canal proposed, it will be per-
ceived that no difficulties of a serious nature interpose or are to be appre-
hended in the event of its construction. Even that portion of the line where
rock is indicated will not, owing to its peculiar quality and position, require
blasting.
The total length of the proposed canal, from the deep water at the head
of the falls to its termination at the foot, is 4,560 feet ; and the portion which
may be estimated the most difficult and expensive to excavate, embraces a
distance of about 700 feet, from the head of the canal to the deep water in
the river ; yet, in the excavation of this part of the work, no very extraordi-
nary expense will be involved. , ■ .■ • i
As the project under contemplation comprehends a ship canal, it becomes
necessary to define the capacity and dimensions and proportions of both ca-
nal and locks, as I believe will accommodate the larger class of sail vessels
now used on any of our lakes, and for whose accommodation and use I make
no doubt this work was originally designed and projected. I would, how-
ever, remark that the only part of the work where the expense would be in-
creased by constructing the same to accommodate the largest class of steam-
boats, will consist in the increased magnitude of the locks, which, on inves-
tigation, will be found no small item.
The dimensions of the canal and locks, and upon which the dimensions
have been based, are as follows : all that portion of the line where the pro-
file indicates rock, I propose to execute by a cut affording a width of 75 fert
on the surface of the water, with 10 feet depth, giving the side a slope corres-
ponding to a bottom of 50 feet. The residue of the canal, not occupied by
the locks, will have a width on the surface of the water of 100 feet.
To the locks I propose to give the following dimensions and proportions,
riz: 100 feet in the clear for length, and 32 feet for width ; and as the whole
amount of fall to be overcome by lockage is 18 feet, I have deemed it pru-
dent, on t-he ground of avoiding great hydraulic pressure on the side walls
and gates, to divide the same into three lifts of six feet each.
In regard to the facilities afforded for the construction of such parts of the
works as may require the use of stone, I would remark that nature seems
to have left no room for complaint The surface of the ground immediately
on a line with the proposed work, and where it becomes necessary to locate
the locks, is covered with large detached masses of granite, of sufficient
magnitude for lock stone. And we shall duly appreciate the advantages
and conveniences of having this material so near at hand, when we take into
coosideratign the great expense of fitting and transporting this indispensable
article, so necessary for the permanent and durable construction of such
works, from quarries remote from the place where the same is required to
be used.
With these remarks, I submit the foliowing estimate of expense of ooBf
ttnreliDg the said canal: ' /^ ^ "^ •
<.*:
186
Ship CanetL
ESTIMATE.
Excavating: 8,750 cubic, yards of rock under water, between '■> t^»>'
station No. 1, and deep water in river, (see profile) being
a distance of about 700 feet, at $1 50 per yard, -• - $13,126 00
(This rock is red sand&tone, lying in strata from two to four
inches thick, easily senarated.) ■•'^ •■
Excavating 23,709 cubic yards of rock of the same quality
as above, embracing a distance of J, 300 feet, from station
No. 1 to 13. (see profile) at $1 per yard, - - - 23,709 00
Excavating 8,589 cubic yards of earth, consisting of sandy
lime and muck on the top of the rocks, between stations .
No. 1 and 13, at 20 cents, .... 1,717 80
Excavating 28,802 cubic yards, consisting of loam, gravel
and muck, from station No. 13 to 29, at 25 cents, - - 7,200 50
Excavating 21,442 cubic yards of excavation for locks, (qual-
ity of earth, as above,) at 25 cents, - ;.•< >. .-'. :r 5,360 50
-,. -. ;-. ^-.'--V ;.^...;;.;:.,.:o.ClI""^^^^ $5J,112 80
ESTIMATE FOR LOCKS. (See map and profile for its location.)
1,200 00
Lock No. 1.
1,322 yards of stone masonry, in
water cement, at ifr'S 50,
68 feet of quarry stone at $8,
Gates and iron.
Foundation for locks, sills, etc.,
3000 yds. embankment, at 25 cts..
Coping stone and incidental work.
Contingencies,
,,««,: 5.. $13,265 00
Lock No. 2.
1,322 c. yds. of stone masonry, in
water cement, at $5 50, S7,27l 00
68 feet of quarry stone, at ^, 544 00
Gates and iron, 1,500 00
Foundation for locks, mitres, etc., 1,200 00
3000 c. yds. embankment, at 25 cU., 750 00
Coping stone, etc., 800 00
Pumping and keeping lock pit
free from water, 1,500 00
Contingencies, 1,350 00
y«>«l-/J ;>H .u;:.v^ 14,915 00
Lock No. 3.
1,322 c. yds. of stone masonry in
$7,271 00 water cement, at S5 50,
544 00 76 ft. quarry stone, at $8 per ft.,
1,500 00 Gates and iron,
1,200 00 Foundation for locks, sills, etc.,
750 00 Coping stone, etc.,
800 00 1 200 yds. of stone masoniy, wing
walls, etc., at $5 50,
ELstimated expense of coffer dam
and pumping out pit,
Contingencies,
RBCAPrrULATION.
Cost of rock and earth excava-
tion.
Cost of lock No. 1,
Cost of lock No. 2, <■ -: I ." '■ .
Cost of lock No. 3,
Contingencies,
$7,271 00
608 00
1,500 00
1,200 00
800 00
1,100 00
1,500 00
1,397 00
15,376 00
51,112 80
13,265 QO
14,915 00
15,376 00
9,376 00
104,044 80
'' In order to include every possible item of expense, I have thought proper
to add a further estimate for a pier and guard gate at the head of the canal
although I do not deem them absolutely necessary, and which are estimated
as follows :
Laying down and filling 700 feet of pier.
Guard gates, - ,tKv-.; ?7 ,?■>
.^.■\:
6,500 00
2,000 00
8,500 00
' • This amount, added to the above, will make the sum total of $1 12,544 80-
as the cost of constructing the proposed canal.
', The above is respectfully submitted by your obedient servant,
y: J. Almy, Civil Engineer.
His Excellency Stevens T. Mason,
Goveriwr of ike State of Michigan.' :-
True copy :
A. Canfield, Ca^U Top, Engvuers.
Railroad Receipts.— Miscellaneous Notices. 187
RAILROAD RECEIPTS.
We find in the Journal of Commerce the following comparative statement
of the receipts for four months on the Utica and Schenectady, Syracuse and
Utica, and New York and Erie railroads. The result is highly satisfactory
— showing, as it does, the regular and certain increase of business, and. of
course, the extension of the railroad system.
NEW YORK AND ERIE RAILROAD.
The earnings on this road duiing the month
of April, 184?, were
Prom freight, $6,6l2 77
From milk, 2,166 87
From passengers and mail, 5,075 41
Sl3,855 05
The earnings for the same period
last year, since when the road
has been ext^ded seven miles,
were, 8,946 62
SYRACUSE AND OTICA RAILROAD.
Comparative receipts for four months.
1843. 1844.
January, S4,9I0 43 S5,l69 39
February, . 4.093 05 5,259 50
March, '; 4,203 64 7,384 83
April, 10,166 77 19,372 99
$23,373 87 S37,186 71
DTICA AND SCHENECTADY.
January to May, 1843, - ~ .. $46,108 47
do. do. 1844* • ; 59,763 83
Gain of • v : v : - $13,655 36
i
; ; :. 4,908 43
■.^(!> i«?-.v- :;A:i-.,>Kv;/\«^:, miscellaneous notices.'-'"^- '<"■•-•■■''•::"
Large quantities of up-freight remained at Albany early in May waiting
for boats, though by the end of the month they will scarcely be half em-
ployed. The late opening of t,he Erie canal is becoming every year more
injurious to the State and city, and the branches of Philadelphia forwarding
houses are consequently very numerous here. It is scarcely necessary to
say that this difficulty cannot be in any way affected by the enlargement-
it is the want of boats, not of capacity of canal, which keeps these goods
back, and if larger boats were used, there would of course be fewer of them.
The spring trade — if free — would commence early in March ; now it is de-
layed to the end of April, via the Erie canal, all the early freight going via
Philadelphia, when its destination can be reached by that route, the addition-
al cost of transportation being a small item on merchandize.
The legislature of N. York has at last granted permission to the people
to transport freight on the railways between Albany and Buffalo during
the suspension of navigation on the Erie canal, but paying canal tolls. By
this ingenious arrangement the public will receive the smallest accommoda-
ti(m with the highest charges, and the railway companies can expect but a
trifling return from the large additional capital invested, and the greatly in*
creased incidental expenses. If the companies will only unite to give the
farmers the greatest facilities, and be well prepared to get hold of as much
merchandize as possible before the opening of the canal, the result can be
neither distant nor doubtful.
The Tonawanda railroad company are about Rebuilding their road. In
1837 one of our correspondents undertook to demonstrate that the construc-
tion of this road was such as to give the least possible strength with a given
quantity of material. The projector, in answer, attempted to show that the
effect was a maximum, and the communication was accompanied by draw*
ings which placed the new mode— the " block!' system — faixly before the
readera of the JowrndL
188 Miscellaneous Notices.
DR. FRANKLIN ON ENGINEERING. AugUSt, 1772b >>• -J.-lA
" I am glad my canal papers were agreeable to you. If any work of that
kind is set on foot in America, I think it would be saving money to engage,
by a handsome salary, an engineer from here, who has been accustomed to
such business. The many canals on foot here, under different great masters,
are daily raising a number of pupils in the art, some of whom may want
employment hereafter ; and a single mistake through inexperience, in such
important works, may cost much more than the expense of salary to an in-
genious young man already well acquainted with both principles and prac-
tice. This the Irish have learnt at a dear rate, in the first attempt of their
great canal, and now are ehdeavoring to get Smeaton to come and rectify
their errors. With regard to your question, whether it is best to rhake the
Schuylkill a part of the navigation to the back country, or whether the diffi-
culty of that river, subject to all the inconveniences of floods, ice, etc., will
not be grea'.er than the expense of digging, locks, etc., I can only say, that
here they look on the constant practicability of a navigation,. allowing boats
to pass and repass at all times and season , without hindrance, to be a point
of the greatest importance ; and, therefore, they seldom, or never, use a river
where it can be avoided. Locks in rivers are subject to many more acci-
dents than those in still water canals ; and the carrying away a few locks
by freshets, or ice, not only creates a great expense, but interrupts business
for a long time, till repairs are made, which may soon be destroyed again ;
and thus the carrying on a course of business, by such a navigation, be dis-
couraged, as subject to frequent interruptions ; the toll, too, must be higher
to pay for such repairs. Rivers are ungovernable things, especially in hilly
countries ; canals are quiet, and very manageable : therefore they are often
carried on here by the sides of rivers, only on ground above the reach of
floods, no other use being made of the rivers than to supply, occasionally,
the waste of water in the canals."
Very serious riots occurred in Montreal, owing to the canal laborers ta-
king possession of the polls. We regret these occurrences, as they in some
degree throw odium on public works in general. At the same time, how-
ever, it is proper to state that they were engaged on government works, that
they turned o;U to support the projectors of these works, and succeeded. All
have been since " discharged," and — re-engaged, with few exceptions. They
are of course ready for the next election. It is difficult to speak of such
atrocious occurences in a Journal devoted to the advancement of civil engi-
neering, though nothing can be more hostile to the cause to which our la-
bors are devoted.
The Louisville, Cincinnati and Charleston railroad company siaiej in
their report of 29th November, 1843, that in consequence of a diminution in
charges, " the quantity transported within the same period has been quadru-
pled, and, in some instances, tenfold.,"
" Under the new reduced rates, bricks, lumber, wood, aad even coal and ice, with moet
of the articles of domestic produce, hitherto prohibited under the higher rates charged, are
becoming important items on the freight lists ; and promise, in the future, to greaUy aug-
ment the profits on the road."
They have added to their stock " three of Baldwin and Whitney's new improved eii
vrheel connected engines. These locomotives, thus far, have fulfilled their promise, not
only in the greater power exerted, but in the facility with which they pass the curves ; and
the little injury, compared with engines of the smallest class, they inflict .on the road.
Those in possession oi our company though of a weight not exceeding 11 1-2 tons, have
^v
■ ' "^^ Miscellaneous Notices. '- " > ■. I9Q
been found ftiny eqtial to the transiwrtation of 1000 bales of cotton ; and on an emoeen-
cy, with the eight wheel platform cars composing their train, each might be made to haul
from 12 to 1500 bales of cotton."
They point ouf also the vast advantages which would result from a con-
nection with the Georgia railroad, realizing all that was anticipated, and fiir
more than could have resulted from the route to Cincinnati, and that, too,
with a comparatively small expenditure. They state one — to a friend of
railways — distressing fact.
" The most imposing obstructions are still at our own door, in the interval between our
depot on the neck, and the wharves in Charleston, and in the expense of the dray charges
from one to the other, amounting, in many instances, to 40 per cent, on the railroaid frei^t,
on the entire distance from Charleston to Hamburg, and to Columbia !"
The Baltimore and Susquehanna railroad company, in their report of
December, 1843, refer to new cars invented and patented by their machinist,
Mr. J. Millholland.
" Each of these cars has six wheels, weighs in all about 8500 lbs., and will carry 12000
to 14000 lbs. of most descriptions of produce, the full load of an ordinary eight wheeled
car. Their cost, averaging less than $450 each, is considerably below that of cars of equal
quality with eight wheels.
" During the year, a purchase was made from the patentees, of the right to use what ap-
pears to be the most effectual invention which has yet been mside, for preventing fires from
the esca^ of sparks from the locomotives." ♦ • "It has now been used for two years
and a half, and since its adoption no instance has occurred of fire being communicated by
sparks from the locomotives of the company. The cost of this purchase was S2000."
The name of the inventor is not given. Wood is the fuel used on this
road. They complain of the late period at which the canals of Pennsyl-
vania open : what would they say of the Erie canal ?
" It is to be remarked that the Pittsburg trade over this route was not so great as it
would otherwise have been, in consequence of the unusual length of time durmg which
the Pennsylvania canals were closed last winter by the ice. In the year 1841, they were
not closed until the 20th of December, and were "opened on the 7th of March following,
while in the ensuing fall they were closed on the 25th of November, 1842, and were not
opened until the 7th of AprU last. There is good reason for believing that a considerable
amount of produce and merchandize was in consequence diverted from this to other routes."
A route has been surveyed for a " Northern Railroad!^ from Concord to
Lebanon, N.H., and a report made by Mr. T. J. Carter, engineer, whd es-
timates the cost for a single track at $20,000 per mile, with heavy, rail, cars,
engines, etc. The distance is 70 miles ; 2545 miles are level ; 15 75 miles
are on gradients of 52 80 feet per mile ; the remaining distance consists of
short planes of from 4 to 47 feet per mile. A good map and profile acconi-
pany and illustrate the report. :^
Hunt's Merchant's Magazine, for May, contains a paper, by W. Beach
Lawrence, Esq., of this city, on the Croton Aqueduct. He regrets the de-
parture from the plan of Major Douglass " in crossing the Harlem river and
Manhattan valley, both of which alterations detract greatly from the mag-
nificence, if not from the utility of the work," (p. 437.) Mr. Lawrence ap-
pears to have overlooked the late " dam," which a frequent contributor to
our pages has denounced in no measured terms. The dam has been rebuilt,
and has four times the capacity of the old dam. To the great cost of con-
struction must be added the damages caused by its giving way, to the amount
of about $100,000. ,
190 Foreign Periodicals for Majf. 1
The following remarks of Mr. Lawrence apply with force to only too
many of our great public works :
" Unfortunately, owing to collisions between the chief engineer and the coramissionera
to whom, according to the system prevalent in this country, the superintendence of the
work was confided^ and who, as is ordinarily the case, whether the enterprize is of a pub-
lic or a private nature, were selected without reference to scientific qualifications, Major
Douglass was, at an early day, obliged to discontinue his connection with the aqueduct, and
his successor, educated in a wholly different school, however competent lo the mechanical
execution of the work, had none of the enlarged views which influenced the engineer with
whom the plan originated."
The Outlet at Black^s Eddy has at length been authorized. This work
will ultimately be of importance to the coal trade of Pennsylvania with this
city and the north and east generally. It has been strenuously opposed by
those interested in the Schuylkill region, and with success till now.
An additional tax has been imposed to meet the liabilities of the canals
of New York, to the amount of the interest of the loan authorized, 1,200,000
dollars.
Railway Extension. — The central railway, Michigan, has been extended
ten miles to Gridley's station ; to which place the cars now run.
^- Patents — Annual Report of the Commissioner. — We are indebted to C.
M. Keller, Esq., of the patent office, for a copy of the report of the com-
missioner, to which we shall refer more particularly in our next number.
•\ >;.:;,;. , FOREIGN PERIODICALS FOR MAY. ^ .
By the Brittania, we have received the Civil Engineer and Architecti
Journal, and the London Polytecnic Magazine, for May ; but the number
for June is so nearly in type that we have only room for a few extracts from
the former.
There is, in this number of the Polytecnic Magazine, Part II of" railway
communication through France," which treats of the "metallization of
wood," and also a description of the " inclined railway into Liege," which
will be given in our next . t
Institute of Civil Engineers. — The discussion on the subject' of slips in
cuttings and embankments of railways was renewed, and extended to such a length as to
prevent any papers from being read. Some observations were made by Sir H. T. De la
Beche, the Rev. Mr. Clutterbuck, and several members, on the geological features of the
slips, whether occurring naturally in clifTs, as at the t>ack of the Isle of Wight, or in the
artificial cuttings of railways. It was contended, that in both ca^es, the reduction of the
lower and softer beds to the state of mud, by percolated water, rendered them incapable of
bearing the weight of the superincumbent strata, and that the mass, when saturated, slid
down by its own gravity ; but that shps in railway work, were accelerated by the vibration
caused by the passage of the trains. The vibration of the air from the discharge of a gun
had been known to cause an avalanche ; and the cases were almost analogous. More at-
tention both to surface and bottom drainage of the slopes was much insisted upon ; and it
was urged, that the back drains, so close to the top of the cuttings, were prejudicial ; that
in the dry season the bottoms cracked, the rain found its way through, and it had been fre-
quently noticed that the slips commenced at a few feet below the level of these drains.
The dry shafls which had been sunk in the slopes of the Eastern Counties railway, by Mr.
Bndthwaite, with the concurrence of Sir H. T. De la Beche, were instanced as successful
in rendering wet and treacherous strata comparatively dry and secure. A section was ex-
hibited of the embankment at Hanwell, on tne Great Western railway ; this embankment
which was of gravel, was 54 feet high ; it was laid in a marshy valley traversed by the
river Brent ; the London clay, upon which it was laid, inclined towards the river, and at
one of the numerous fissures with which the stratum abounds, a subsidence occured squeei-
ing up at the same time on the lower side to as great an extent as the embankment sank,
^y^XjEnglisk Patents. 191
which was stated to be nearly as much in one year as the entire mass of the embankment
This subsidence was stopped by loading the foot of the slope, and thus restoring equilibrium,
and it was stated to be at present quite secure. It was urge<l that in the earthwork of
canals, where there was no vibration, the slips generally occurred in the first few months
after the formation of the embankments ; but that, on railways, they occurred quite as £(«-
quently after the lapse of several years. It appeared, therefore, that much was due to vi-
' bration."— [C. R &. A. Journal.]
-;--.i!>'> '- -.■■■ ..-^
V . , ENGLISH PATENTS.
/ Railway Wheels. — This invention relates to a mode of so combining iron
' Uid steel in the manufacture of tyres for railway and other wheels, that the steel may be
* at those parts of the surface of the iron most Uable to wear, after the steel and iron has
been rolled into bars for the purposes above described. In order to carrj- out this invention
the steel and iron are piled together, and then heated to a welding heat, after which they
are passed under the hammer and formed into a bloom, and then passed between suitable
rollers for forming it into bars adapted for tyres for railway and other wheels ; by this means
the steel is intimately combined, and is said will possess many advantages over the present
mode of applying steel to the face of tyres for railway Wheels ; the patentee in some cases
makes the pile so as to present a surface of iron, with steel underneath, the former being
removed wnen turning up the wheel in the lathe in the construction thereof The claim
is for the mode of manufacturing tyres for railway and other wheels, by rolling them from
piles of iron and steel, in such manner that the steel is at the wearing sur&ce.
Axles for Wheels. — This invention consists of forming the axles of two
parts or shafts, one solid and the other hollow, whereby greater strength, and less hability
to breakage is obtained. In order to carry out this invention the patentee provides a tabu-
lar or hollow axle sufficiently long to pass through the bosses of each of the wheels when
at the required distance from each other, the calibre or bore of this tube being suHicient
to admit the solid axle passing through it, which axle consists of a solid shaft having bear-
ings turned at each end, to fit the steps or journals in the frame side of the carriage.
The wheels are firmly fixed upon the ends of the hollow axle by means of keys ; the
solid axle is then passed through the tabulaur or hollow one, and fixed therein in like man-
ner, by means of keys. When the bearings are within the wheels it will be found ne-
cessary in forming the journals to weld two collars upon the hollow axle, so as to ob-
tain greater strength. The claim is for the construction of axles, by combining together
aoiid and hollow shafts one within the other, as described. — [C. E. &. A. Jour.J
■ ^ Separation of Metals. — The inventor takes copper, in which silver is in
combination, and melts it in the usual mamner; he then pours into an iron vessel con-
taining lead melted to a red heat, or nearly so, and thereby mixes the argentiferous cop-
per with the lead in proportion to the quantity of silver in combination. After the mix-
ture it will be found that the copper with a portion of silver and lead will, as the mix-
ture cools, rise to the surface, which may afterwards be taken off with a pair of tongs,
or other mechanical contrivance ; for instance, a perforated plate somewhat less in dia-
meter than the size of the iron vessel in which the compounds are, is placed in the ves-
sel, and near the bottom thereof, so that as the metals are melted it will be found that
the copper, with a portion of silver, will rise through the perforations in the plate, and
may be lifted out of the vessel together with the plate, which plate is provided with
one or more handles for that purpose. The copper with such portion of silver as it may
f yet contain is then broken into small jrieces, and separated by the process of " elequation, '
which is as follows : the pieces of copper thus obtained, together with a quantity of char-
coal, are then put into a retort, or retorts, constructed vnth an opening at one end, through
which the metals (" videlicet" the silver and lead contained in such pieces of copper)
flow when in a state of fusion. The retorts, which are fixed in the furnace in a slo-
jring position and closed, so as to exclude all air, are then heated to such a d«vree as to
melt the silver and lead, but not the copper, which former are allowed to pass oft through
the opening at the lower end of the retort into a suitable vessel, leaving the co{^r al-
most free from the silver and lead, which two metals are to be afterwards separated by
the ordinary process of cupellation. — [Ibid.]
Elli^ Improved Turn Table. — The objection to placing turn tables of
the ordinary construction on the main line of a railway, is, that by the nature of their
construction, they are rapidly destroyed, by the frequent passage of heavy tndns over
them, besides the injury done to tne carriages, and the upleasant motion and noise.
Mr. EUlis has constructed a turn table, which, when not in use, rests firmly on the
curb, and thus allows the train to pass rapidly over it without injury. The iron {sntle
of the table on which it tarns being kept wdl oiled, works with a loose collar round
it in a vertical iron case ; which case is supported and kept in its central position by two
192 Tubes of Locomotive Engines.
cross arms of cast iron, at right angles to each other, and attached to the curb. The
lower end of the pintle passes through the bottom of the case, below which u a stirrup
attached to a cross lever passing at one end through a chase in the circular masonry,
or brickwork, supporting the table ; attached to the external end of the lonw lever, ia a
second lever, working m a vertical direction, and connected with a third, or handle
lever, by whidh the table is put in motion or fixed, as required. — [C. E. & A. Jour.]
The " Civil Engineers' Journal," April 1st, gives a rather discouraging
account of the " Great Britain," nicknamed, with some shov^r of reason, the
" Great Postponed." It appears that the admiralty has engaged the services
of Mr. Brunei, to report on screws, and we hope another year will not elapse
without enabling us to form a tolerably correct idea of the comparative merits
of the different screws, propellers, etc., now in use. We make the follow-
ing extracts :
TUBES OF LOCOMOTIVE ENGINES. " '" -'^ . ' i
Investigation to determine the diameter of the tubes of a locomotive engine
boiler to produce a maximum effect.
In treating this subject it appears rational to suppose that the effect of the
hot air in passing through the tubes is directly in proportion to the extent of
surface in contact therewith, and as the time of contact conjointly : that is,
denoting the number of tubes by n, their diameter by d, their aggiegate sur-
face by s, their united area by a, and the time of contact by t, supposing the
length of the tubes constant, we shall have the following postulates :
a:ncP A. !
: j^^:^:-. -':'-'■"::": ,. t.n s? B..
••. is: n^ d^ a. maximum D.
Table of the comparative evaporating power of three diffferent methods
of tubing:
Number of tubes,
Internal diameter of tubes,
Distance between centres,
Interval in tube plate,
Total circumference of tubes
Total sectional area of tubes
Product of circumference and ai
„ ■ :^ . .• .. Comparison.
V : v. A: C:: 100: 120
'^-^'^ B:C::100:112
It appears from the above, that the boiler which is tubed in the theoretic
proportioB is from 12 to 20 per cent, superior to the others.
Mr, Buck concludes that with " the preceding theoretic ratio," " the area
of the tubes will rather exceed the half of the space."
CONTENTS:
Page.
6«nan{ principlea and inTaatigation of for-
male, 161
On the calculation of the table*, 169
Baw Mountain railrosd, 171
Coal tradn, 172
Dnty on railroad iron, 174 Foreifrn periodicab for llayv
Ttha screw propeller — (teAm narif^tlon, 175|Enclub patent*.
Cm* «0tsu«porution on railroad*, 177|Tabe» ot Locomotiire —glaw,
103
18
46
inches If
" 2f
8
:■ •■ |.;.^n^
4
f
f
«' 625-82
490^
424-06
« 21361
24604
31806
area, 112,320
120,091
134,881
Spark arreater,
Railway commanicstion through FraaM,
Ship canal,
Railroad receipta,
Mi*rellaneou* notice*^
v;^;:■■■>^'t^AS■K>■iiw««r^■■ - ■ -i-M
5
. «df:p«i--^ v-^^^ v.i.^''. '^ AMERICAN -'^ *^^^'>^"='^-^:*^^-J'^
RAILROAD JOURNAL,;'
X***' • AND ^ ;
^iJi'*- MECHANICS' MAGAZINE. '^^'''-
Published Monthly at 23 Chanibers-st New Vork, / S rw ir Xirx'nij rj-. .
at »2 a-year, iri advance, or 3 copies for »o. \ i " '^ MINOR, Editor.
No. 7, Vol. 2. ; TTTT V- IC/I/I " 5 Whole No. 433.
Third Scries. ^ J U Li I , i»44. ^ Vol. XVn.
,. REMARKS ON THE PROFESSION -•, ..r,-.. v,v.,„..v
la this number we devote a little space to some remarks on the present
state and prospects of the profession. Some years since we entered into this
question at length, and ascribed the failure of many works to the fact that
they were mere political jobs, projected by persons whose education, habits
and pursuits rendered them incapable of forming any idea of the grand out-
line of the most efficient work to accomplish the objects aimed at, and who
very naturally selected kindred spirits to execute their crudedesigns. Whether
we then ascribed too much to this cause, and whether all the canals and rail-
ways of this country would have been as much better executed by private
enterprize, as we then argued, is left to the judgment of the intelligent and
candid reader. -f'*^;^ ftv^
The importance of extending the sphere of usefuhiess of the profession,
has been repeatedly alluded to by ourselves, and correspondents, and unless
this be done, a large portion of those who still cling to the hope of employ-
ment cannot too soon give up all idea of engineering as a means of support.
The works we more especially allude to are roads, bridges, docks, dams and
the general arrangement of the buildings and power of large manufacturing
establishments. Still with every exertion, time will be required, and some
years must elapse before the community will discover that the advice and
assistance of an experienced engineer may be useful to them in other works
than canals and railways. Indeed some of our railways even are entrusted
to persons suddenly taken from other pursuits, and the impairs of superstruc-
ture, bridges, engines, etc., are left to the discretion of the subordinate hands.
Such persons are unable to enter into the details which form the amount of
annual expenses, and, though quite competent to strike the balance of profit
and loss, are unable to show where the main difficulties lie, far less to sug-
gest any mode of remedying the evil. Without going so far as to attribute
the fiulure of some works to this cause, we feel confident that we may safely
ascribe to it the smallness of some dividends, in part at least.
We believe also that the higher walks of the profession have been neg-
leetti. The engineer has only too often to execute the designs of some
. .IV^^ir/MTf^ri&J^^^^cA
\
ld4 Remarks on the Profession.
board, without a voice in the general plan ; and it is hard to say whether the
interests of the stockholders or of the profession sufier most from this cause.
It must have struck all familiar with the general mode of proceeding in Eng-
land, that the opinion of the engineer of the work is either closely adhered
to, or at least forms the basis of discression among the directors ; in many
instances the opinions of numerous other engineers are taken also, not merely
l; , with reference to some mechanical detail, but as to location and general plan
of the work. Now it is very easy to make preliminary surveys and reports
in which all appears very smooth until submitted to the stern tests of con-
struction and active operation. Then is seen by all with what degree of
judgment the work has been adapted to its objects, both as regards the gene-
ral plan and mechanical details. Then the cost, capabilities and income ne-
cessarily indicate the degree of judgment evinced in projection and execution,
and that which, when the first line was traced, was a mystery to all or nearly
all, becomes notorious 'o the casual observer. But the highest aim of the
engineer is to determine, a priori, within reasonable limits, what the effect
of any projected undertaking will be, and to take measures accordingly.
This, however, requires something more than the use of the level and goni-
ometer. It requires a thorough acquaintance with the wants of the commu-
nity, as far as they are likely to be affected by the contemplated undertaking,
as well as a knpwledge of the various engineering means by which these
wants may be best satisfied. Such information is obtained with no little la-
bor, and to sift the mass of evidence in all such investigations, and to lay
down the " projet'' of the^work by which these new facilities can be afforded
with the least outlay, and in the best manner, is a problem to be mastered
only by the union of character and liberal acquirements with the mechanical
skill which forms the basis of the profession, and which is regarded by only
too many as the sole requisite.
For example, suppose the enlargement of the Erie canal, the construction
of the Chenango, Black river and Genessee valley canals had been sub-
mitted to such men as Brunei, Rennie, Stephenson, etc., does any one doubt
that they would have condemned them ? We name foreign engineers for
obvious reasons, and not because we are without men whose verdict would
have been equally jusc and decided. Indeed it is not long since the failure
of the Reading railway and of the canals of Canada were predicted by two
of our contributors, who went into elaborate investigations in support of their
views, with what reason time will very soon show. But what we desire is
to see these thorough examinations gone into before the work is commenced
— nay, more, before the general plan of operations has been decided on. If
this be done, we shall meet with no failures, though all that was anticipated
may not be realized.
But, as already remarked, this can only be done by men of enlarged views
who can take in at once the nature and extent of the engineering acconuno-
dation required, and the probability of these accommodations yielding an in-
come sufficient to warrant their being carried into execution. And this is
.-^■^.
Remarks on the Profession. •_ 196
not all: when the result is not favorable in the opinion of the engineer, he
must report decidedly against it. Unless this be done, the profession must
.suffer ; for, in that case, the highest engineering considerations are thrown,
on the directors and stockholders, who, though the proper judges of the va-
rious plans submitted, are by no means the most suitable persons to project
orig-inal designs. Yet the leading features of the State works of New York
were left to commissioners, men appointed with reference to their politics,
and the taxes levied to meet the debts of the canals attest their capacity, in
one way at least, that of running up a large debt in a very short time.
It is, however, of little consequence that the engineers have an influence
in these questions, if they know nothing beyond the field work, and we have
•heard experienced and educated engineers complain that the younger mem-
bers of the profession, who were well versed in the practice, did so little to
acquire that information which is indispensable to every one who aspires to
succeed in the execution of great works — we do not mean the mere expendi-
ture of large sums. In looking over the pages of this Journal and that of :
the Franklin Institute, for the last ten years, we find a large portion of the
contributions from the same writers ; and although we are far from intimat-
ing that all who can contribute have done so, it must still be allowed that
these Journals give some tolerable idea of the practical, scientific and evea
literary attainments of the profession in the United States. The objects at-
tained by the meetings of the Institute of Civil Engineers in London must
be reached here by other means, which have been well pointed out by Mr.
Latrobe in the Journal. We are even inclined to think that the plan there
proposed, that of each and every member contributing his mite to some Jour-
nal taken by all, promises more important results than could be expected
from any society in so extensive a country as this.
Impressed with these views, we beg leave to remind our readers of Mr.
Latrobe's suggestion, more especially that part in which he alludes to those
who, seldom writing, are averse to appearing in print because they fear their
style may be inferior to the matter of their productions. Now the style —
provided it be tolerably clear — is of exceedingly little importance, and we
will venture to say that any striking improvement or original suggestion in
any of the mechanical arts connected with engineering, will be immediately
seized on and appreciated by the educated engineer, be the language ever so
crude. More than this, it will be found that the most accomplished mem-
bers of the profession will be the very last to regard the mere style of a con-
tribution of a practical man on a practical subject
In this number we conclude the explanation of the very extensive tables
of excavation and embankment already published, and remain as ever desir*
ous of making our columns the medium of conveying as much practical
and definite engineering information as possible. Now it appears to us that
this might be easily accomplished if engineers in diflerent parts of the coon-
try would contribute their views on various points, not in elaborate essays,
but in " Notes," as leisure or inclination may permit This mode of com*
196 , . Canadian Works. .'''■
municating is attended with this advantage,' that many minor but still impor>
tant subjects which are not considered sufficient for a formal paper, may be
easily treated in the familiar form of " Notes." We know that the gentle-
man to whom we are indebted for the " NotM on Practical Engineering,"
is not without hopes that others will also give their views on those points to
which they have devoted particular attention, or in treating which they differ
from the ordinary course.
There appears to be at this time a probability that public works will soon
be extensively undertaken, and their steady continuance would be certain
if engineers generally would decidedly report against all extravagant and
injudicious projects which sink the money of the stockholder, ruin his con-
fidence in the profession, and, of course, destroy the prospects of the engineer :
in one word — character, united with skill, are required to give the profession
anything like the standing and influence it has in England, the results of
which the world is familiar with.
We should have remarked above that Smeaton and Telford, both self-made
men, as well as all the first engineers in England at the present day, have
written much and well. Brindlej^ is an exception, and a most dangerous
precedent for any man not gifted with his extraordinary natural abilities. The
habit of writing leads to very close investigations, and necessarily induces
habits of exactness and accuracy, than which nothing is more important to
the engineer ; and we close these remarks, which have grown upon our
hands, with observing that, in our widely extended country, a general habit
on the part of engineers of contributing papers, notes or memoranda on va-
rious appropriate topics, oflJers the best — certainly the surest mode of raising
the standard of the profession, as well as of rendering it more useful and
honorable to the country and to its members. ^
CANADIAN WORKS.
It appears that £300,000 of the Canadian loan, the interest of which—,
4 per cent. — is guaranteed by the British government, has been taken at
112. We regret exceedingly that no portion of the loan has been devoted
to railways, cheaply constructed and adapted to the immediate wants of the
community, instead of being nearly all laid out on canals, which may be re-
quired some century hence at soonest. The following extract is from a late
Montreal paper. It appears that these — as we believe — most unfortunate un-
dertakings are as fruitful of immediate suffering and disgrace as of perma-
nent injury to the country ; for the tide of emigration is not more rapidly
turned by the cholera itself than by taxation. The land was taken about two
years since !
" By letter in the Melanges Religieux, we see that the farmers along the
line of the Beauharnois canal are all complaining of delay in receiving pay-
ment of the indemnity due to them for land taken up by the canal, as well
as for damage done to their property, and even for labor performed as fax
back as last seasoa This is not right" *^ ,- -.^. , , ,^. ^^ -.:
-' Examples, Showing the Manner of Using the Tables. IVt ^
EXPLANATION AND ARRANGEMENT OF THE TABLES.
Tables I to XXI, with exception of tables VII, XIV and XXI, are con-
tents for average depths,^ bases 15, 18, 25, 28, 30 and 34 feet for each of the
side slopes ^ to 1, 1 to 1 and 1^ to 1. v ?>».;:><. i^iv,^^^ v j >
Tables VII, XIV and XXI, are corrections for difierences of depths for
the same slopes.
Table XXII, contents of prisms with square bases/ ^^^. ...... -
These tables are all calculated for a length of 100 feet, the depths being
supposed given in feet, and the contents are expressed in cubic yards. S&^:'-
The remainder of the tables, XXIII, XXIV, XXV and XXVI, are
greater and lesser areas, horizontal and side distances for the side slopes ^ to
1, I to 1, 1^ to 1 and 2 to 1. Column first contains the inclination of the
surface of the ground in degrees. The second and fourth columns, marked
A and a, contain the greater and lesser areas A L £, £ DM, (fig. 1) when
E I or H is one. The sixth column, marked (A — a), contains the diffe-
rence between the second and fourth, to be used when the degree of inclina-
tion is the same on both sides of the centre line of the road. When the in-
clination is not the same on both sides, the areas must be taken out separately
for each side, and afterwards subtracted. The third, fifth and seventh columns
are half the difference of the numbers in the preceding columns. The other'
column^ in these tables are the greater and lesser horizontal and side dis-
tances, arranged in a similar manner to the columns of areas. ;
The greater areas, horizontal and side distances, are used when these di-
mensions rise above the centre line of an excavation, and the lesser areas,
horizontal and side distances, when below the centre. In embankment the
reverse obtains. The prism, of which the greater area is the base, must al-
ways be added to the content in excavation or embankment, and the prism,
of which the lesser area is the base, must always be subtracted. ";
' EXAMPLES, SHOWING THE MANNER OF USING THE TABLES. ; -* t^-^
First. Caseswhere the natural surface is level transversely. '^V.^-V'
Example 1. A cut, the base of which is 25 feet, side slope 1^ to 1, depth
105 feet throughout, is 100 feet in length, required the content
Turn to table XVII, and opposite 10 feet, and under -5, will be found the
required content : 158^ cubic yards.
Example 2. An excavation, having the saxae base and side slope, is 19
feet deep at one end, 2 feet at the other, and 100 feet in length, the content is
required.
The average depth (or | sum of the depths at the ends) is 10*5 feet, and
the difference of the depths is 17.
ju^'irJit.^.'. ^^^v-^lL^k
' '1'.
198 • Examples, Showing the Manner ef Using the Tables.
The content for a depth of 10 5 feet is - - 1585 cub. yds.
', And the correction for a difference of 17 feet is found in
table XXI, - - - >;,,A'4-^r- v?»-^^''^ J34 « _'• '
;)' Hence the true content is >*,^ .•-»r.f^ . t?<. .- ,?. -■; - 1719 " «->»
When the length is not 100 feet, multiply the result obtained from the
tables by the given length, and divide by 100 for the true content.
Example 3. A cut, the base of which is 15 feet, side slope ^ to 1, and
length 300 feet, is 10 feet deep throughout, required the content.
The content for a depth of 10 feet and length 100 feet is found by table I
to be 741 cubic yards. ^; . ,. ^ - . : :■• ■ -r :■ ; .. ;;.
:/ „ 741x300 _„_ ,. . :-
Hence, --— — = 2223 cubic yards.
100 '' .;{' V *
It will be observed that when the excavation or embanlcment rims to no-
thing at one end, the same method is applicable ; ^ the depth at the other
end being the average, and the depth itself being the difference of depths.
Example 4. An embankment is 25 feet wide on top, has a side slope of
1^ to 1, is 6 feet deep at one end, and runs otu in a length of 30 feet, required
the content. - *- -.• r*^-, ■
The content for the average depth, 3 feet, is, by table XVII, 328 c. yds.
The correction for difference of 6 feet, is, by table XXI, 17 "
The content for a length of 100 feet is, . 345 ~
^,345x30 ^^r,^\-\---'cx-
Hence, — — — — = 103 5 cubic yards. ■ ^i^ vvl*^ - r. -<Ae<,
When there is excavation at one station and embankment at the succeed-
ing one, the length of excavation will be found by multiplying the depth of
excavation by the whole distance between the stations, and dividing by the
sum of the depths of excavation and embankment
Example 5. Let there be 7 feet depth of excavation at one station, and 3
feet embankment at another, 100 feet distant from the former.
Then, -- — -^- = 70 feet length of excavation,
7 X oo
and 100 — 70 = 30 feet length of embankment. ;
Hence the content of each can be found as in 4th example. When the
base is different from that for which any of the tables are calculated, the con-
tent can be found by equation (Y), in which it will be observed that H and
H' are the sums of the depths and - — th the base. Find the number in table
2 M
XXII, for prisms 100 feet in length, corresponding to square bases whose
H -I- H' R
sides are — ^r — , H — H' and - — respectively. Then from the sum of
3 2 f»
the first and -^ the second subtract the third, and multiply the remainder
by the slope (m) for the content of a length of 100 feet.
As we have already explained the mode of proceeding when the length
is DOt 100 feet, it is unnecessacy to introduce instances of uneven distaaceSj;
..sdiMJS^.
Examples^ Showing the Manner of Using the Tables. • 199
and in the following examples, the length of excavation and embankment
must be considered always 100 feet, unless some other distance is specified.
Example 6. In an excavation the base is 14 feet, slope 1 to 1, and depths
at the ends 10 and 2 feet.
Here H = 17, H' = 9, ^^^—^ = 13, H — H =8, m = 1 and^- = 7.
H + H'
= 13 corresponding number for table XXII,
H — H' = 8
B
2m
= 7,
u
u
table XIV,
2m
626 cub. yds.
646 cub. yds.
181 cub. yds.
465 cub. vds.
: - Content,. - •%. *■- .-
"When it is only required to ascertam the whole content of an e.xcavation
or embankment, and the stations have been taken at uniform distances from
each other, the labor of the calculation may be somewhat abridged by the
adoption of the mode pursued in the next example.
Example 7. Let the base of an excavation be 40 feet in width, the side
slopes 2 to 1, and the depths of cut at intervals of 100 feet, as stated in the
left hand column of the following table ; required the content of the excava-
tion. ;':■•;, ■". ■...;:■■.;-■ -;vVv,-. ■■ .:'__,
Depth
H + H*
Cor. No. from
H H
Cor. number
■ ■■• i
in feet.
in feet.
table xxii c. y.
in feet.
table xivc. y.
•• ■ >;'• ■ ■'
00
,'..
20
420
6533
20
1
■■ " >'■
36
456
7701
16
0
-- ,
89
525
10208
53
9
. --.i. i.
124
613
13917
35
4
;■ " ' 1
140
664
16329
16
1
_ ■' '. i
90
63 0
14700
50
8
■>'::Mi't\
.60
550
11204
30
3
42
502
9333
1-8
1
' -i ' ' ■'- '
■ •••:>;: 4 ■
1- 21
463
7940
21
1
y-'r '''''\-
'■-. ..'-?;.n
00
421
6564
21
1
•' - 1- • _ r» ■ it '
^.a-:^\!^Y/
4)104,429
29
-■ '•■'(.,?**
^
26,107
\ * * ' •■.'
29
': ."■
-■-*"■-
. ;
„.-■■'*■ -"l' -' ' iv'-.*.'
B
■!;<J',.i5 -'i-"- "■— -.."/-■•"'v.^'^'->'':.="-
rjSiS i.
hence, ?!^L_(=
' 100
1000)
26,136 ; now -— = 10 cor. No. tab. 370 r
' 2 «i 'i
=3700
22426
h¥Y:^'
■-■^ --■
.s-t.
Hence 6725 x m (= 2) = 44,872 cubic yards is the total content of the
excavation. ; n 'r:-
Nois. Double the depth gives four times the content
200
ExampleSj Shawing the Manner of Using the Tables.
Second. Cases where the natural surface of the ground has an inclinfitio^
at right angles to the line of the road. " f ■< :.,
Example 8. An excavation, the base of which is 28 feet, side slope 1 to 1,
and depth throughout 10 feet, has a transverse slope right and left of 12° ;
required the content.
First Method. Here (area a IE — area K d m) for 12° in table XXIV
is 0473, and ( 10 + — V L = (24)^ ^ = H« L in table XXII is 2133
\ 2 m/ tit
cubic yards. •
Consequently - - . -
multiplied by 0473
2133 c. yds.
3740 "
853 "
149 '<
6 "
100 8 c. yds.
1407O "
i507¥crydi]
gives the correction - - - ' '
which added to average content from table XI
makes the total content - - -
Second Method, (by equation X). Here, "
L B' L
. H'* (Y + ^) o — 1 — equal the content
100
H« X L = (24)« X 2=- is found in table XXII opposite 24, 2133 c. yds.
37401 «
2-0946
i (Y + y) in table XXIV is — -- = 10473
ti
■'.■■'• -
21330
u
85 3
«
,••';
14 9
6
((
((
22338
7260
u
((
£-^ '
16078
((
Subtract ^ (table XXII) •
and we have for the true content as before
Example 9. An embankment, 25 feet wide on top, having a side slope
of 1^ to 1, is 12 feet deep at one end attd 4 at the other, and has a transverse
slope right and left of the centre at both ends of 12° ; required the content.
First Method, (by formula N)
i ) L ■■'■I *"'
j W -f H'« + (H + Hy W A — tt) g = correction for transverse slope.
100
H* X L = (20 3)' -^ = No. cor. to 20-3 in tab. XXII is 1626 c. yds.
27
H* X L = (12 3)»
100
27
123
100
(H + Uy X L = (90-3 + 12 3)« ~ No. cor. to 32 7 «
660
3960
((
-i^
6046 «,
"• '- '' -r"ikii>'^l-li
Examples, Shomng the Manner of Using the Tables.
201
1698
i area (A ~ a) for 12° io table XXV col. 6 is ^
f 6
Therefore the correction for transverse slope is
Content for average depth 8 feet in table XVII,
Correction for difference " " XXI,
Total content,
= 0283, 3820 c. yds.
^X';^^-:-^
1209 «
484 «
18 "
171 I c. yds.
1096- «
30 "
1297- "
We might have found the above correction for transverse slope by adding
H -I- H'
the value of equation (O) to the correction for a uniform depth — — — =
163.
"- ' L W 100 *■—■■'
(H — H')= (A — fl) — = — X 2y X 1698 = 3 cubic yards, v
We see that in this case it would have been sufficiently ' accurate for all
practical purposes in obtaining the correction for transverse slopes to have
supposed the depth uniform throughout. i, > - - • ?; :^; t
The following table shows the diflference of depths answering to given
values of A — a when the value of equation (O) becomes 10 cubic yards.
■.Vl i,- •
A — a
H — H'
A — a
H H'
|A — a
H H
-, r ■ -
1
180
•6
.74
11
54
2
126
•7
68
12
5^
3
104
•8
64
13
50
4
90
9
60
14
4-8
^v--^^: -}i
5
81
10
57
15
40
- ■ ■ -
By comparing the values of A — a above given with the difference of
areas as exhibited in tables XXIII, XXIV, XXV and XXVI, it will be seen
that there will but few cases occur where equation (O) need be considered.
Sccon«i Jlfc^Aoii, by equation (V), ;,r V : -j '; '.:>:■
I H^ + H'2 + (H + H'f j (Y -f y) J^-^ = c©ntent,
H + H'' + (H +
m
H )^ I
L as before,
-fV (Y + y), (table XXV, column 12), -^ = -2783
:tf^,i^.
12
C -:
^-.■T<i
B«L
Deduct -s — ,
m
:*.J**^-V1
And there remains the content of embankment^
the same as before.
6046 c. yds.
3872 "
12092
4232 -^^
484 -^^
18
1683- "
386- «
1297- ~^
•^l- . .-.L^ *ifi A^rtin''W>Si£S^&n».irt''i 1^1 :^Ai^Ui^ai£i^
'.■•'.' ,: ' -^.. /^^a
ao2
Examples, Shawing the Manner of Using the Tables.
Example 10. The transverse slopes and depths at the two extremities of
an excavation, the base of which is 28 feet, and the side slope 1 to 1, are as
represented in the following statement ; required the content |
Depth at centre. Slope to right. Slope to left.
14 feet -f 12° —6° i. ; ' '
6 " 4- 4" — 9°
The sign + prefixed to the right slope indicates that the ground is higher
on the right of the centre, and the sign — before the left slope, shows that
the natural surface falls from the centre on the left. j
Examples of this kind will be solved most conveniently by equations (S)
and (T). Here we have
; I H» + H"^ + (H -H H')' I (Y + y + Y' -f, y) ^-^ = conten^
and (H^ — H'») ( Y + y — Y' — y) -^ = correction.-
From table XXIV we have
Y for 12° 1 2699
y for 6° -9049
Y^+y
21748
19385
24)41133
iV(Y + y + Y'+y')= 1714
H' X L = (28)' X ~, (table XXII),
100
H'«xL = (20)'x
and Y' for 4-^
y for 9 °
Y'+y'
x\{Y-\-y-.Y'
«
27
(H + H')' X L = (48)^ X
100
~21
.{■
10752
8633
19385
21748
12) 2363
-y) = -0197
2904 c. yds.
- 1481 «
8633 «
Multiplied by ^\ (Y +y + Y' + y') = -1714,
12918
- 4171
And we have for content,
(H« — H'«) L
X:*
• 1423 c. yds.
7910
12918
9043
129
62
- 2214 c. yds.
Multiplied by iJj ( Y + y — Y' — y') = 0197, 142
.;. 10
SuUract
B'L
4 m
28- c. yds.
2242^
u
\2m)
L m
726
And we have for the true 'content, -
1516
Examples, Showing the Manner of Using the TabliS. 203
V-
= 1st correction.
* Another Method, by equations (L) and (M)
I W + H'2 + (H + HJ I (A — a -tr A' — a) ~ - 1st «
V (H* — H') j(A — a) — (A' — a)? - = 2d correction. '
• From table XXIV we get, '" ' ■ -^ ^ • '' ■■V.f ; : ■■ ' ' ■■■■,'. '^ '
under A and opposite 12° 1350 and under A' and opposite 4° 0376
« a « 6^ 0476 " a «j 9° 0684
... A — a - + 0874 A' — a' • . — "0308
'^...^:^..,,i --0308 -.;.,. ..^ . r-^ - ■ +0874
W^>UU.,:^.>: 12)Hr0566 ' '' \-'' ^^+ "^
J-, (A— -« + A' -a) 0047 i j (A — a) — (A'— a) | 0197
j H^ + H'2 4- (H + H )^ ^ L as before, - 12918 c. yds. j
• ;-., "-''■. -■■ ■ J7400 ^:- ■-- i'^
multiplied by j^^ (A — a + A' — a) = 0047 ~517 .'l-r'
gives us for the 1st correction, , -^ • 61 c. yds.
and(H*— H'^)L . - ;i^ • - • 1423 c. yds. ^
.^i-"S>::.y 7910 o ■ :'. .-t: .
multiplied by f j (A — a) — (X^— a') ^ = 0197 142 . ; .
128 • ■-■^::- V." /
■■'■"'■■■■ _j[0 , /^ ;"■
gives us the 2d correction, - - 'I 28 c, yds.
Content for average depth 10 feet (table XI), - - 1407 •'
Correction for difference of depths 8 feet (table XIV), - 20 "
Total content, .... 1516 «
Example 11. The base of an excavation is 18 feet wide, side slopes 1 to 1,
<ind depth at centre 8- feet, depth at right slope 13" ft., depth at left slope 4- ft.,
a a (( 21* " " ^' " 30' " '' "^ 14' A *
required the content. f- ■ • . '
First Method, by equation (E). f
- ; Here, H = 17, H' = 30, P = 5, ;> = 4 P' = 9 and p '*= 7. :
Hence, | (2 H + H) (P -p) + (H + 2 H ) (P - p) | --^= 67 c. yds.
Content for average depth 14 5 feet (table IX) = - 1745 " ^
Correction for difference of depths 13- feet (table XIV) = | 52 . "
; Total content, - W' / v- . w-^- ;;-?^^^W 1864 ''^
Or by equations (F) and (G), ' \ J
(H 4- H') (P — p + P' — p) -^ = 1st cor. transverse slope = 65 c. yd&.
(H-H')|(P-;,)-(P'-.;,')|^ = 3d « « i^ 2 «
^•■i?*--
Total correction |br transverse slope same as before, *?, r/'k " 67
904
Examples, Shotoing the Manner of Using the Tables.
Here we might have omitted the 3cl correction for transverse slope, as it
only amounted to two cubic yards. . ■ : | \^^:^-. -
Second Method, by equation (R).
Here, H = 17, H' = 30, W = 22, w = 13, W = 39 and w' = 23.
Hence, j (2 H + H) (W -f w) + (H + 2 H) (W -\-w')l^ = 2164 c. y.
Deduct^ — = - - :- ^: 300 c. y.
And we have as before, .... 1354 c. y.
When the work changes from excavation to embankment in sloping
ground, the content will be found by the method which will now be ex-
plained.
■■.-■\ - ■ ■■ : "j rig.3.
In
h
Let R S (fig 3) represent the centre line of the road, C P the line in which
the plane A C P of the natural surface of the ground intersects the base of
the excavation, A B C a perpendicular plane at right angles to R S passing
trough C, A B P will be the side slope of the excavation, B C the base
and E F the depth at the centre. The content for the distance R F is found
by fonnula ( ) as in example 10, and the content of figure A B C P is
-•ij*jL^2_!^j
/ :w#.^.^:u.>>.v.
Examples, Showing the Manner of Using the Tables. 906
found by formula (L). When the pyramid A B C P is of importance, the
depth and transverse slope at F and the length B P must be measured on
the ground, but as this may not always be convenient it will be proper to in-
dicate a method of finding them approximately by calculation.
The transverse slope may be assumed as varying imiformly from R to S ;
the distance from R to O is found as in example 5 ; then as depth at station
R is to that at F, so is length R O to F O, and B P is equal to 2 F O.
Example 12. There is 12 feet excavation at one station and 8 feet em-
bankment at the next, transverse slopes 12° and 14°, side slope 1 to 1, base
30 feet and length 100, Required the quantity of excavation and embank-
ment, the base df embankment being 25 feet and side slope 1^ to 1 ?
Here, 12 + 8 : 100 : : 12 : 60 = R O, ;^
B
and taking 13° as the transverse slope at O we have - x tan. 13° = depth.
2
at F = 35, then, 12 : 60 . : 35 : 175 = F0andBP = 2xF0= 350,
formula (L), for a pyramid reduces to H' X A X o- i ^
^ H', A', a and a being each = 0- which is the common rule for the solid
content of a pyramid. -""^ ''.-•': . ; : i-: ■--
Here, W = ^- ^ = (30)«, L = 35 and A from table XXIV = 1501.
ff X ^ = (30)« ^ from table XXII, i" "^ ^^ * 3333 c. yds.
.1 ^
L 1501 X 35 '
6710 s*
^ 3 = -33060- = 05 X -35 = 0176, v.J'v 2| . ^^PR
^^ > ■■ •. '^tJ^-^.Sf?l
Content of pyramid, 1. ' ', >; i -J-^^ r~^/^' 583"
Content for length R F calculated as in example 10, i 4 - j: 512- "
Total excavation,* - - - * «| 570*
The transverse slope for the pyramid of embankment will be nearly 13^°
and the content calculated in the same way as for the pyramid of excava-
tion is . - . . . 44- c. yds.
And the embankment for the remainder of the distance, - 215- «
Total embankment, .... 259' ""^
When the transverse slopes at R and S (fig. 4) cut the base, so as to make
one side of the roadbed in excavation and the other in embankment, the dis-
tances of these points from the centre line Q R and S T can always easily
be measured on the ground, or they may readily be obtained by multiplying
the natural cotangent of the transverse slope by the depth at the centre ;
whence the widths in excavation and in embankment are found, and the con-
t^^ caksi^ by equations (L and M) as in example la
.806 Examples, Showing the Manner of Using the Tables
-' :s!^<i
Fig. 4. r.Ai7 ■v^J:i^■^:^■^-
•'I ''it'' ■
• '.V-f.?'
. • ,*'»«^i
Example 13. Given at one station 2 feet cutting and transverse slope 12°,
at the next 1 foot filling and transverse slope 14°, length 100 feet, in exca-
vation base 30 feet, and side slope 1 to 1, and in embankment base 25 feet
and side slope 1 ^ to 1 ; required the contents ?
Here a and a being nothing, equations (L and M) become "'
: j H' + H'8 + (H + H')'' ^ (A + A') ^ = content.
iv
> (H« — H'^O (A — A') ^ = correction. ^-:
' H = - ^^ + 2 X cot. 12o\ = 15 + 9-4 = 24-4
\i ; wi \ 2 /
^: U'h^:'
' : ■ H' = - ^^ — Ixcot. 14°\ = 15 — 40 =
j H* + W + (H + H')' I ^ from table XIV,
A + A' = -1360 4- 1661 from table XXIV,
110
608 c. ydsi
t
1103
//
1824
6
Content,
183- c. yds.
^L
(H* — H'=) (A — A') ^ = correction,
Total excavation, *. ,- . .
- —9
174 c. yds.
!...■*•*. iJ.*;-A '-%»*^.t.-..*J.-.:J***.. '""^ r,.- ^'\lK.'^.^'-''.L.x.t,- fc' '■^* -TVii **»«,.V*Jij-.";-_> ...ill'V ^\.« i^ «.*■'' r- ._
Memorandum, Cubical Quantities. — New Rotary Engine 907
For the embankment, v^ ■';> <'t .v^*; ; '■
TT 1 /B „ ,„^\ 125 — 9 4 „, ^ :?
:::;;: H'=i (|+,xco..i4o)= 1^+12= no. C
m \2 / 1-5 .
Then, I H« + H'^ + (H + Rf | (A + A')^ /i r ?2-7 cryds.
(H« — H'2)(A — A')^ .-.* : 0-; J:^^ 2-5 "
Total embankment, - - - - - 76-3 "
When the ground is so uneven that the transverse slope cannot be accu-
rately taken in degrees, and it becomes necessary to take the depths at several
points in the cross section, the following method will sofinetimes be found a
convenient approximation. . •. -^ ^ t^x ,V•^^; .^r;
To the area of the cross section of the excavation add - — and divide by
4 m
VI, then, from a table of square roots, take the square root of this quantity for
the depth on H, and calculate the content from table XXII as in example 6.
Or the content may be calculated by the following general rule which is
to be found in any treatise on mensuration. J.--^'.-f'''lir'lrl ^ vuC^^r-
Multiply the sum of the end areas and four times the middle area by one-
sixth of the length for the content. r
;V^^:,;ViA MEMORANDUM CUBICAL QUANTITIES. ]»:. ^
At the time the " Notes" on this subject were written, I had not seen the
paper of Mr. E. Morris, C. E., in the Franklin Journal, in which he shows
the application of the " prismoidal formula', to all cases ; mare especially to
determining the quantities for final estimates where the ground is very diffi-
cult. This able paper well deserves the attention of the engineer ; and, to-
gether with the published tables, will give all desirable assistance in the rough
estimates from preliminary surveys, as well as in the careful and often
tedious calculations for putting the work under contract.
In the paper on " Bridges," there is a typographical error, (p. 9,) I wish
to correct. For " screwed in" rdhd covered in. Also at the close of Notes
on " Wharves," for " filling" read piling,
New York, May, 1844. W. R. C. ;
I),. - NEW ROTARY ENGINE. i|. -,.•;; ;':VtH^-*f^?'v'
^ The inventor, Mr. Peter Borrie, says:
" I am aware that many patents have been taken out for revolving engines, and have
successive!^ failed, owing chiefly to defects in their construction ; these fiiilures have pre-
judiced the public mind against all engines on that princii^e, but from the long experience
I have had (both practically and theoretically) with steam engines of every description, I
flatter myself that I have entirely remedied the defects common to revolving engines ; and
from the lightn^s, compactness, snuill amount of wear and tear, and greater economy of
fuel in my engine, I have no doubt that it will surpass all others hitherto in use." * *
" Among the advantages which render this improved steam engine so peculiarly well
adapted for locomotive and marine purposes, may be mentioned the following, viz : "hiaII
cost of construction, great economy of fuel, the space occupied by it is very tittle in pro^
\fl06 ^'vr/i. <;> V i^J Railway Administration. *V*ftTi. rv
portion to its power, and also its comparative lightness, the weight of the engine heing only
about 2 cwt., per horse power, and that of the boilers only about 2 3-4 cwt., per horse
power, so that the whole weight will only be about one-half of the lightest engine hith-
erto constructed."
He then goes into an elaborate calculation of the power of this as com-
pared with the ordinary engine, and concludes with the following startling
announcement :
" Consequently only about one-third of the fuel would be required for the revolving en-
gine as would be required for a conunon reciprocating condensing engine of the same
power."
The general plan of the engine appears to us exceedingly ingenious, and
likely to be effective. The patentee truly observes, "that the principle
of expansion is carried out to its fullest extent, without the aid of expansion
valves and gear.'' But the best reciprocating engines give us two-thirds of
the total power of the steam at the " working point ;" and we do riot very
clearly see how any engine can give three times as much power as those
which only lose one-third of the whole. An efficient and simple rotary en-
. gine would, however, be- of such vast importance to railways, by simplify-
ing the machinery, as well as by enabling us to obtain the adhesiou of any
'" number of wheels, that we regard with interest every attempt to effect so de-
sirable an object. We hope to hear soon something more of this revolving
engine, and shall be happy to lay before our readers a full description and
illustrations as soon as we learn that it has stood the test of experiment.
We copy from the " Civil Engineer," for May, the following admirable
review of a letter on " Railway Administration." We should be pleased to
see the letter itself, but this is more than doubtful, and indeed we regret it
the less as the subject has been so well handled by the editor of that leading
Journal of the profession. It was our intention to have omitted some pas-
sages uninteresting to the American reader, but we find them so few that we
give the article entire. It furnishes matter for deep and serious reflection,
and incidentally though very ably illustrates some points we endeavored to
establish in our " Remarks on the Profession." We allude to our views
with regard to general information, and the necessity of a high moral tone
in all engineers entrusted in any way with the projection of works. The
railway cause generally is well sustained, and last though not least to us, the
creation of a railway press, and its powerful effects on the extension of pub-
lic works are forcibly dwelt on. We trust we shall be pardoned for observ-
ing that we were the first to take the field under the railway banner, and
though occasionally hard pressed during the last few years, we still continue
to aid — to the best of our ability — ^the development and extension of an im-
provement— we may say tin invention — second to few in the bearing it is
likely to have in the welfare and advancement of the human family. y^
EAILWAY ADMINISTRATION. • "*
" We have seldom seen a more masterly exposition on the subject of rail-
ways than is to be found in this brief pamphlet ; if, therefore, we dissent
from its reasonings and the remedies it proposes, it is because we draw dif-
(■■•_ -ri.-rf. ^3p:*i. ,JJ
Railway Administration. 209
ferent conclusions from the same premises, and regard premises upon which
our author has not argued. At a time when rant and cant are so prevalent
with regard to railways, and a pretext is earnestly sought to hunt them down,
it is matter of great consolation to find an advocate so staunch come forward
to defend them, one earnest to do them duejustice, at the same time too impar-
tial to defend their errors. Those, however, who have deeply studied the
subject, and been intimately connected with them as our author has been,
know that railway bodies have been much more sinned against than sinning,
and will feel cautious in what way they interfere with an institution which
has shown and possesses such elements of good. The railway system of
England is both a moral and physical phenomenon of the age. A connected
chain of public ways extending over 1800 miles, and in the construction of
which 60 millions sterling have been embarked, the largest sum ever yet
applied in any country in bulk to any other purpose than that of war, natu-
rally excites attention to the colossal magnitude of the enterprize, but the
moral features are still more deeply interesting. Not only has this vast sum
been raised by private means, and expended under private direction, but dif-
ficulties of the most serious character have had to be contended with. At
every step experience had to be acquired, invention exerted t6 overcome dif-
ficulties and establish new precedents, the immense amount of money required
and expended, enhanced the cost of procuring it, and the price of every kind
of labor and material. No colony, no new political institution, was ever
formed with such difficulties and such success as the railway system ; finan-
ciers, engineers and contractors had to be created, while, as we have said,
the very vastness of the works have enhanced the cost of their execution. It
is well, at the present time, and with our present experience, to turn round
and say the railways could have been executed for less. It is true, if, as our
author says, there had been no parliamentary contests, no law, no extrava-
gant landed compensation, that much might have been saved, but we are not
quite so sure as he is that the future lines to be executed will cost only the
present moderate rate, and we deny, therefore, the propriety of measuring
things by the present standard. At this time money is abundant and interest
low, so is the price of labor and materials, and as many contractors have
been ruined, and none have too much work, a line can be let at a very low
price. Prices are however rising, and will rise ; labor will cost more, tim-
ber will get up, iron double in price, to say nothing of a crisis by and bye,
and the serious consequences of depression in the money market, which it is
in the nature of events to bring about from time to time. We would not
have contractors or engineers blind to these facts, for it was to such facts that
many difficulties were owing at a previous period. The much vilified esti-
mates of Stephenson, Brunei, Rastrick, Braithwaite, etc., were founded upon
works actually executed, but, in the interval, a most serious difference in
prices was created by the number of contracts in the field. While, how-
ever, we expect prices to rise as a matter of course, we do not anticipate the
serious excesses of the old system, because many of the difficulties have been
overcome. In the infancy of the railway system, as the development of
traffic was not foreseen, so neither was the cost of stations duly provided for,
then it must be remembered that in those days contractors were not used to
works so gigantic, and were not so competent to undertake them. Now, the
weight of locomotives is ascertained, and the rails will not have to be in-
creased in weight 60 per cent, above the estimate, as was the case previously
in consequence of the experience gained in the course of the working. Now
many and economical arrangements are well known, people are not afraid
to lay down timber bridges, as to which formerly much prejudice prevailed.
210 Railway Administration.
" We say that this experience, now so advantageous, had then to be gained
and to be bought at every step, and that the old system instead of being
chargeable with blame, is deserving of the highest degree of praise and ad-
miration. Few know the burden which weighed on the minds of railway
managers in those days, and rarely have exertions so great been made, and
received so little appreciation. Our author graphically describes the diffi-
culties of the panic.
" ' Still worse was the condition of some other lines two years later. The
commercial embarrassments that weighed so heavily upon the country bent
them to the ground. The proprietors were totally unable to answer the calls
upon them. No credit could be given, no money couW^e obtained. Con-
tractors failed, works were stoped, loans were raised at usurious interest, ca-
pital was provided at a sacrifice of one-third of its amount. Whatever cen-
sure boards of directors deserved in other matters, at this time they stood
forward manfully to face tl^ storm. Many of them supplied large sums
from their individual resources, and pledged their credit to a frightful extent.
They risked ruin for the benefit of their fellow proprietors, which they never
would have hazarded for their own. Few know the perilous state of some
of these now flourishing concerns, or of the anxious days and sleepless nights
of those who had to provide the sinews of war, to uphold a sinking credit,
and ward olT impending bankruptcy and rum.'
" We disagree with him, however, as to railway directors pushing on the
works at any cost, becatise they were deeply imbued with the gambling spirit
of the day. They pushed on the works as a matter of financial necessity,
to which they were in the strongest degree urged by their proprietors. To
the bulk of the then holders on the realization of a traffic and a dividend de-
pended the tenure of their property, often whether they were to be rich men
or beggars. When the panic came, the resources of many became inade-
quate to meet the heavy calls ; they had to borrow or to hold on by any
means. To go into the market and sell was ruin, to hold wa3 their only
chance, until the opening of some portions of the line made their shares a
better security, or until the subscription of two-thirds of the capital enabled
the companies to postpone the calls, and raise money on debentures. Any
sacrifice of capital to gain time was preferable to throwing shares on the
market, where scarcely any description of property was at par, while the
perils of forfeiting everything by non-compliance with the act of parliament
made shares without a traffic totally unavailable as a security for raising
money. When all these circumstances are taken into consideration, railway
managers will not be censured for excesses of estimates, which circumstances
alone produced. ^
" The evils produced by the legislature the pamphlet before us well show*,
it particularly dwells on the legalized extortions of land owners, and the pro-
hibitions of level crossing of common roads, which, of course, it proposes
to remedy.
" We have now, therefore, to consider the present state of the railway in-
terest. We have so many hundred miles of railway, costing so many mil-
lions, and as a new institution has arisen, new public wants have been cre-
ated, first and foremost of which is cheap travelling. In a national point of
view, there can be no question upon this subject ; cheap travelling is in the
highest degree desirable: how is it to be obtained? Every one has his re-
medy ; and the legislature is called upon by many well meaning individuals
to cut the Gordian knot, and to buy up the whole of the railways ; others,
among whom our author is one, propose modifications of this principle. For
our own part, we are most free to admit, that on the leading lines of traffic
' ^ » j':';. *i*;^''A''-''-'^-»i<v.-
V.-
Railway Administration, i 211
the charges for travelling are absurdlv high, and the accommodation for the
laboring classes totally inadequate ; slill we are inclined to say that it is bet-
ter to let the matter alone than to legislate upon it. The mischief hitherto
has been in legislating for questions of public enterprize, imposing restric-
tions and giving privileges, which are the fertile sources of mischief, and we
anticipate little good therefore from any legislative remedy, the most efficient
in such cases being, in our opinion, to legislate as little as possible, but to
proceed upon the broad economical principle of leaving industry to regulate
itself Not that we doubt the right of the legislature to interfere in this spe-
cific case, or in any similar case. Apart from the question of rails and lo-
comotives, shares and shareholders, the railway system is an institution ha-
ving the same public relations as a bank, a college, a hospital, or a public
house, and in which any rights of private property exist subordinate to the
public objects. On the equity of the case, it must be remembered, that if
railways have been allowed a maximum fare, it was on the express condition
that anybody should be allowed to compete with them on their own lines.
This, however, is found to be injurious to the public, and the legislature has,
therefore, the equity of requiring some other equivalent security for a reason-
able rate of fare. Our gro'.md for letting the railways alone on the subject
of fares is, that it is more remunerative for railway companies to charge low
fares than it is to charge high fares, and that this principle is making satis-
factory progress, and must and will be adopted by all companies. The fol-
lowing observations from a very able article in the Railway Record, will be
read with interest.
" ' A very large amount of manufacturing business has been created by
the railway system, for the supply of railway stock, and this will be ever
on the increase, not merely for England alone, but for her colonies, and for
foreign lands. We are prepared to see railways rise in value, in the same
proportion that canals have risen. For although it be true, that the price
of making railways has been reduced very low of late, it is quite certain
that, with increasing traffic, those prices will rise. When railways shall
commence in the East and West Indies, in Australia and China, English
capital will find so many vents, that the intense existing competition will be
lessened, and assuredly the value of land will rise as our population thickens.
The greater the numbers of the community the more valuable will the roads
become. England will be virtually the metropolis of the continent, by means
of free communication throughout all lands.
" ' Nothing can 'defeat railway prosperity, but, at the "same time, nothing
can check it so much as injudicious high fares. We cannot too strongly
insist on this point. The increase of expenses in railways is great in pro-
portion to the diminution of traffic, and the increase of traffic is followed by
a very slight increase of expenses on the annual amount, while the propor-
tionate decrease is very great People are gradually getting used to travel,
the circle continually widening, and as they get used to it, it becomes a ne-
cessary of life. They can no more do without it, than they can forego their
provisions. But they must be inoculated to it, and this inoculation will not
take place while they are frightened by high fares. We are of opinion that
it would be a wise thing for railway companies to establish some rule in
lowering their fares in proportion to the increase of their passengers. It is
'.he largest number that will pay best, in all cases, and we apprehend that
the lowest fares will also pay best, unless where the number of passengers
is limited.'
" The author before us certainly does not go far enough for us in his pro-
posed legislation, for he is content to have open third class carriages at ^d.
■ -.'- ^»-' ■jT.LcJf'iw.r.'f^,^^ **■.-:■ J..-
212 Railtoay Administration.
per mile, attached to all trains. Now we think as a matter of public health
It is desirable that all trains should be covered, as in Belgium, and that suffi-
cient distinction in comfort will always exist between the several classes of
carriages. Third class carriages should be provided with seats, covered
with tarpaulin, and have curtains ; and second class carriages be first class
carriages without the cushions. In practice this arrangement has worked
well, and will work well. On short omnibus lines, however, openstand-up
carriages do no harm. On all lines a step remains to be taken, which may
be pursued with advantage, we mean the running of slow, cheap trains, go-
ing at the rate of some ten miles an hour. Such trains can be worked much
cheaper than high speed trains, and there are large classes of the public to
whom time is of less importance than money, females in particular. All
these things, however, may be safely left to experience, and experience is
beginning to show that a high fare is the wrong system for extracting the
greatest revenue from a railway. The cheap fare system is satisfactorily
progressing, and will establish itself without legislative aid. A great many
experiments are also being made as to excursions, return tickets, weekly,
monthly, season and yearly subscriptions, the results of which are promul-
gated by the railway press to the general information. Here, too, we may
observe, that it is not one of the least remarkable features of the railway sys-
tem, that it has created a press, by the competition and energy of the mem-
bers of which a degree of information is diffused which has been productive
of the greatest benefits, and which under no central administration could
exist. By the means of this agency upwards of a hundred reports of di-
rectors and engineers are yearly brought under the scrutiny of the great
body of railway capitalists, while the comqients of the shareholders at the
meetings are recorded at a length, and with a degree of accuracy only sur-
passed by the reports of the houses of parliament. This is totally indepen-
dent of the weekly communication of every kind of intelligence, and the
keen investigation of a number of editors experienced on the subject, and
solely engaged in such discissions. Indeed it is not one of the smallest mar-
vels of the railway system to see one of these papers with more than thirty
of our pages of close type recording the minutest details of railway man-
agement, and the most trivial observations of the humblest shareholder or
official, for the perusal of many hundred railway directors, secretaries, en-
gineers and functionaries. The loss of such auxiliaries consequent on the
centralization of the railways by government, would deprive us of an en-
gine of improvement which no other machinery could supply, even suppo-
sing the government to be willing at its own risk to keep up for the benefit
of its functionaries a Railway Journal, or Railway Record, for even if it
found the money it could not find the materials. Seeing the influence which
this press has in the diffusion of intelligence and the propagation of truth,
we are quite satisfied that the directors still holding out against low fares
will not be for long.
" The grand remedy, however, we think, lies in improving the arrange-
ments for obtaining acts of parliaments This our author has also turned nis
attention to, but we think he has not struck at the root of the evil. In com-
mon with many other individuals he has the customaay horror of projectors
and share jobbers, and for the sake of remedying any evil connected with
share jobbing, he is willing to sacrifice the interests of the community. We
say give every facility for obtaining acts of parliament for railways, harbors,
docks, bridges, and all useful works, take no trouble about whether the work
will pay, or whether the parties have money to carry it on, leave them to
look after that themselves, and do not for the fear of encouragmg share job-
Cost of Transportatiojk.
S13
bing prevent people from carrying out useful works. Let such parties also
have the power of raising as much money as they can upon the work, and
let the parties lending the money look to their own investigations for the se-
curity, and not to the legislature. We know these are views diametricallv
opposed to the prevailing practice, but let them be canvassed and they will
be found to be right. Depend upon it, the more trade is left to regelate itself,
and the more it is carried on by private enterprize, the better. The public
is very well able to protect itself, and to form its own judgment as to the ad-
visability of an investment without any legislative aid on the score, which
after all is totally erroneouf — for have not many of the lines, guaranteed by
parliament to pay five per cent., been for years without a dividend, and others
on the contrary surpassed all parliamentary calculations. As to the bubble
companies, we have no fear on that head ; West Middlesex swindlers may
exist as they have existed, but a whole community is not to be fettered to pre-
vent the perpetration of crime. Give every facility for obtaining railway
bills, relax the standing orders, do away with all deposits, and you need en-
tertain no fears about existing lines charging high fares. Here, too, we may
observe that nothing could be more absurd than the doctrine lately held in
the legislature, that no new line should be authorized to compete with an ex-
isting railway, for the more railways the better for the public at large. The
idea, too, of the vested interest of a railway in the traffic between particular
towns is supremely ridiculous, for it is evident that it did not regard the vested
interest of the turnpike road it superceded. No one can have a vested in-
terest in abuse, and it is an abuse to subject the public to a high rate for tra-
velling, when they can be carried more cheaply.
" The suggestions of the author, that the five per cent, government tax on
railways might be appropriated as a tax for buying them up, is an exceed-
ingly good one, and we think such a fund might be advantageously applied
in the gradual purchase of shares at the market value without involving any
great interference with the grand principle of private enterprize, for after all,
what we have to look to is not what we shall do with the present railways,
but how we shall keep up the national energy, by which such great works
have been prosecuted, ana by which still greater things can be effected in
our own country, and in our vast colonial empire."
COST OF TRANSPORTATION.
The interesting and flattering statements of the Delaware and Hudson
canal company, for 1842 and 1843, will be fresh in the recollection of our
readers. We allude to them again in order to give some explanations which
-\ appear to us important. Since the appearance of these statements in the
Journal^ we have been informed that the amount charged to the railway in-
cludes many miles of new line of road, as well as a very different arrange-
ment of the entire " modus operandi" on the eastern side of the mountain.
The canal has also been improved, hence the actual cost to the company
cannot be stated with the accuracy we should desire, from any data in our
: possession. It will be seen that the greater quantity brought down in 1843
cost less than the smaller quantity of 1842 ; and it is probable that the next
.. statement will show a still greater reduction. We have heard also that some
pdrtion of the coal was sold at three dollars and a quarter per ton. The
account our informant gives us^of the style in which the works are carried
on, has made us desirous of a detailed account of the operations of the com-
--'^ --■••■' :
214
Atmospheric Railways.
pany, as far as they fall within the scope of the Journal, and when winter
brings a little leisure we hope our wishes may be gratified. The results of
the new arrangement are, we understand, highly favorable to the railway
cause.
. Mr. Nicolls, the superintendent of the Reading railroad, states the actual
cost on that work, 93 miles long, to be 46 cents per ton, {Journal, March,
p. 83,) which is at the rate of 495 mills per ton per mile. The average
load was 160 tons nett, and the return of the empty cars is included in the
4-95 mills per ton per mile.
The Baltimore and Ohio railroad company estimate the cost at 941 cents
per ton per rpile, with loads of 210 tons, and ascending gradients of 2 64
feet per mile. In this estimate the cost of locomotive power is 2 28 mills
per ton per mile, and with the gradients of the Reading railway this would
be reduced one-half, and the estimate of the Baltimore and Ohio company
•228
-— = -827 cents per ton. This is nearly twice the esti-
would be -941 —
mate of Mr. Nicolls, and it is obviously intended to be high enough. Again,
the latter gentleman may not include renewals of railway. In that event
the account would stand thus — actual expenses, "495 cents -.s i i. n- •.^:f<i
Renewals of track, bridges, etc., - - -250 " ^- N • . r.'-**''^
Contingencies, .... -lOO "
Total cost on Reading railway, - • - -845 cts. per ton per mile.
This agrees with the Baltimore and Ohio company's estimates very nearly.
While on this subject, we would observe that the objections to high grades
may be carried too far, and that too many imagine that, because an engine
on the Reading railway can draw twice as much as on most of our railways,
therefore the cost of transportation will be reduced one-half This investi-
gation, however, to be thorough, requires a^complete examination into the
details of each peculiar case, and we must refer the reader to Mr. Ellet's
papers, to Mr. Casey's paper, (Aug., 1839,) and to the report of Mr. Vig-
noles' lecture — the two former written for the Journal,
It will be remembered that the cost on the Cumberland canal is about the
same, and the experience of Pennsylvania shows, that with boats of 70 tons
burden, seven mills per ton per mile, even for long distances, yields but a
sorry remuneration to the boatmen. Still coal is carried at that rate, and
where the business is very great, and where small or nominal dividends only
are expefjted, coal may be carried on some canals for one cent per ton per
mile. , '■ .. ■'■. : , : '■ ..
..iaSii -- - . ATMOSPHERIC RAILWAYS.
We gave in the January number of this Journal, an article on " Atmos-
pheric Railways," from the Glasgow " Practical Mechanic and Engineers'
Journal." We now give further details in relation to this interesting subject,
m a letter from one of the patentees, in reply to inquiries made by the South
Carolina railroad company, through Messrs. Palmer, Makillop and Co., of
'/
-..■■. j - - ■
Atmospheric Railways. 215
London. In the Railway Times, of May 18th, we find the commencement
of a report of an examination before a select committee of parliament, in
which Mr. J. Samuda gives a minute description of the construction of the
atmospheric working apparatus — to which we shall refer hereafter.
In our next number we shall republish most of a " Treatise on the
adaptation of Atmospheric Pressure, to the purposes of Locomotion on
. Railways ;" with engravings, illustrating the mode of connecting the cars
with the atmospheric apparatus ; together with a statement of the cost of
construction, and expense of working, as compared with the locomotive sys-
tem— based upon actual operations.
This system, Iflf e all new theories, especially if of great* importance, has to
work its way against the prejudices of the community, and in this case against
the interests of leading men connected with railroads in England— conse-
quently its progress has been gradual, and mainly at the cost of those im-
mediately interested in it ; but if the statements now before us are to be relied
on, we are of the opinion that it will at no distant day, supersede the present
mode of working railways ; and that the improvement in safety, economy,
and speed will be as great over the present system as that is over the almost
obsolete stage coaching of former days. '
We give, in this number, a short extract from this treatise, which, if ac-
curate, places the two systems in a position exceedingly favorable to the at-
mospheric. We shall be gratified to receive the views of our correspondents
on this interesting topic for publication in the Journal.
We are under obligations, for these documents, to J. £L Bloomfield, E."<q.,
who will please accept our thanks. '
Mr. D. K. Minor : By the last steamer, I have been favored with a copy
of Messrs. Samuda, Brothers' communication, giving the cost of laying dowa
a mile of atmospheric railway, as well as the cost of working the same-
being a reply to an application from a railway company in this country,
who desire to dispense with stationary power, on an inclination of 360 feet
to the mile.
It would appear by Messrs^. Samuda's letter, that the atmospheric principle
of motive power, costs 5^ pence sterling per train per mile to run 50 miles
in the hour — while the slow locomotive engine, to run 25 miles per hour,
costs 15 pence, or nearly three times as much, to run with half the speed,
and with greater risk, as I understand it, to the passenger.
I would claim your notice of the remarks of the editor of the London
Railway Times, of the 18th May, as well as the first part of the examina-
tion of Mr. J. Samuda before a committee of the house of parliament, also a
description of his plan.
" To apply the subject" — allow me to ask, if the atmospheric railroad is
what its friends claim for it, why not adopt this plan to make a railway to Al-
bany 1 The charter of the New York and Albany company will cover
the application of this principle, and as the objection heretofore has been that
216 Atmospheric Railways. 1
a railway could not compete with the North river steamboats, it is to be
hoped that this interesting subject will claim the early attention of our en-
gineers and mechanics. We must not be behind England — in this " go
ahead, age,^' particularly, when we have got Professor Morse's magnetic te-
legraph, to announce in forty seconds that 30 cars, carrying 1500 passen-
gers, in three hours from this city to Albany, after breakfast, desire that the
requisite arrangements be made for dinner, so as to be in time to take tea at
Buffalo, over 320 miles of intervening railway.
Very respectfully, J. E. B. >
Extract of a Letter from a Railway Company at Charleston, to which
Messrs. Samudals Letter is a Reply. , .
" We have on our railroad an inclined plane of 360 feet to the mile, which
at present requires stationary power to overcome, but which we are desirous
of dispensing with. From the examinations made, the operation will involve
no little expense, and we have been deterred from proceeding by a notice
which has appeared in the English Journals on the success of the atmos-
pheric railroad between Dublin and Kingston. We are inclined to the
opinion, from what we have read on the subject, and from our own calcula-
tions, that this atmospheric power may be applied most advantageously to
planes, and particularly where the plane is not to be avoided but by a circuit
and increase of distance, involving no ordinary expense — we will, therefore,
esteem it a very great favor rendered to our company if you will obtain from
General Pasley, R. E., J. Brunei, Esq., M. Mallet, or Mr. Vignoles, or
from any other competent source, the real practical results of the experiment
now making, with the cost of construction per mile, and the power exerted,
with the advantages of this power compared with steam, on the various in-
clina'tions of a railroad. We would be pleased to have the arguments both
pro and con., so that we shall be the better able to decide on the two ques-
tions which present themselves. .^
" First. The expense of reducing the grade of inclination at our plane
by a circuit, and
" Second. The expense of overcoming the inclination and delay at the
plane by the new power."
Copy of Letter from Messrs. Samuda, Brothers. ' •«
« - V ii ' t « Southwark Iron Works, April 30, 1844. ^
" Messrs Palmer, Mackillop & Co. §
. " Gentlemen : We beg to acknowledge the receipt of your inquiries re-
specting the atmospheric railway, and in reply beg to hand you the follow-
ing information which we regret will not, in all probability, be as complete
as your friends might wish, owing to the want of some information which
their letters do not supply, and which we would feel obliged by your obtain-
ing for us. Thus, the length of the inclined planes is not named. We can
only, therefore, in the present instance, give them such general information
as we hope may be useful. ' . v. ^ ^ ,v, ,.,.'.>':*• ^^r^
Atmospheric Railtcays. ' 217
" The diameter of the vacuum pipe which we recommend in all ordinary-
cases is 15 inches ; this will draw -a ^ >;.;;:;5;, i: ] ; ' '
300 tons on a level, . .. .<• .j^^
60 " up 1 in 160, ^ :
65 « « 1 " 120, - f^
58 « "1 " 100, A
48 tons up I in 80,
44 " " 1 " 70,
39 " " 1 « 60,
33 « « 1 « 60.
" Up such an incline as you name (360 feet per mile, or 1 in 15 about,)
it will take 12 tons, which, in all probability, will be too small a load, if so,
however, the area of the pipe will require to be increaised till it meets the
load you deem sufficient — probably 20 to 25 tons will suffice, in which case
a pipe of 22 inches diameter will be required on that incline. - •' ■•
" The engine power necessary depends on the speed you require the trains
to travel — thus with a pipe 15 inches diameter, (which is capable of draw-
ing any of the loads on the corresponding gradients mentioned in the an-
nexed table.) an engine of 100 horse power will be sufficient for a speed of
50 miles per hour, or 68 horse power for 30 miles per hour.
" The distance apart the engines should be placed will be slightly influ-
enced by local circumstances, but will average 3^ miles from each other.
We have subjoined a table showing the working expenses on the atmosphe-
ric system on a long line of railway, similar to the London and Birming-
ham here, and performing the same amount of traffic ; from that statement,
the cost of haulage on the atj^aospheric system, travelling at 50 miles per
hour, is - •■ - . - - 5^rf. per train per mile,
while the present cost with locomotives, at the t : : ^ ' i;
present speed of 25 miles per hour, is 1*. 2d. " "
" In the maintenance of way there is abo a saving on the atmospheric sys-
tem, for the destruction caused by the locomotive engine to the rails, and the
way itself, is entirely avoided, and in its stead, we have only the expense of
attending the mains, and which in practice we find fully provided for with
one laborer per mile.
" The cost of the atmospheric apparatus will of course be slightly influ-
moed by local causes, the price in London will be as follows :
15 inch vacuum pipes, about 309 lbs. per yd. = 272 tons
per mile at £6, - - - - - £1632 per mile.
" Continuous valve and fastenings, viz ;
Wrought iron plates and bars, 18^ tons, - £129 *^;^i
Leather, 42 cwt, - . . - . 324
Bolts and nuts 24 cwt, - , * ^ . .. '^ 67
Labor, rivets, oil, tools, etc.. ' - . ^. . 250 — 770 " **
Tallow lining and composition for grove, • • 250 '< "
Planing, drilling and lining with tallow, Zs. Ad. per yard, 295 " *<
Station valves, about - • - • - 50 " « ";
Travelling piston and gear, • • • . 50 '^ <<
£3047 " « r.
Drawings, 8upeniiteDde&ce,8pecificati(»8, etc, ny 5 per ct, 153 <* "
M^.«ftw«^.,^MTV 4«i|lT' i-fr^ipw**^' y^^-
218 On the Atmospheric System.
" The cost of a vacuum main, 22 inches diameter, will be £4200 per
mile. • . . - f ,'''"'
" Table of workinor expenses of the atmospheric system referred to, on a
line similar to the Londoji and Birmingham railway, 112 J miles long, and
performing a similar traffic. , .
Coal — each engine burns 500 lbs. per hour, and
works for each train ... 8| min. :. /-
Add for waste while standing. Is. Sci., • 2f min.' -. ^, ,...;«.
v^v V, .-j^-..: 11 min. =92 lbs. I>v>u
32 engines x 92 lbs. = 2944 lbs., or 1 ton 6 cwl. 1 qr. 4 lbs., at 9s., Us. 10 d.'
Wages — 33 engine stations, each 2 men at 65. > ,0 18 X 33
" " " OS. ) 30 trains
Repairs to engines, oil, hemp, etc., 5 per cent, on cost, say per . , >*i
£212 10s. X 33 -_ ' k**j
year, jTT- -. „-, . - - • , - . 12s. 10 <t
■^ ' 30 trams x 365 days -> . .-'.:',i
Piston leather2s.,charcoal6rf., wear and tearoftravellinggear4J<Z.. 2s. lO^d.
Superintendence, clerks, foremen and office expenses, say £2500 . ■, j:-;
v
£2500 ,. . . ^..
p^^ ^"""'^ 333;r365' ■ V r- ;.t-i' ^^
Total haulage = b-^d. per mile, .1 ' . • 51s. 10 d.
" Any other information which your friends may require, we shall at all
times be happy to furnish. We are, etc. "^
• ^- [Signed,] " Samxtda, Brothees." -'^^
Messrs. Samuda, Brothers, having omitted to state the cost of stationary
engines, they write on 10th May as follows :
" We regret that we should have omitted the price of the stationary en-
gines in our particulars of the atmospheric apparatus furnished you. 4'^>p<H
** The price of two 50 horse condensing engines with their vacuum \fv>.
pumps and apparatus complete in every respect, and put on
board a vessel in the Thames, will be - - - £4260
" A pair of 34 horse engines and pumping apparatus as above, ' 3060."
it.
ON THE ATMOSPHERIC SYSTEM.
" Ist. The I06S of power occasioned by the locomotive engines having to draw their own
weight is entirely avoided, and steep hills may be ascended with no more additional power .
than that actually due to the acclivity, as there is no weight except the train.
" There is no other known power which can be applied to locomotion without carrying
considerable weight and friction with it. The ill effects of locomotive engines have been
already pointed out, and the same disadvantages exist in the application of ropes, which
must be drawn along with the train, and become an increased mcumbrance on inclined
planes. The defects of ropes in other respects are too generally known to need comment.
"2d. The weight of the rails and chairs on the new system may be less by one>third
than where locomotive engines are employed, as the carriages of the train will be too tight '
to injure them. The annual charge of mtdntenance of way will, firom the same cause, be
reduced to a considerable extent.
"3d. The wear and tear of locomotive, compared with stationary engines, is as 18 to I.
" 4th. By the new system the full power of the engines is always obtained ; and on an
incline the additional quantity of fuel consumed in ascending will be saved in descending, .
ftg the trains run down by their own gravHy. The expense of fiiel will be farther do> ■
creased, as the expense of using coal a only half that of coke.
" On the new lystem the velocity depends entirely npcn the velocity with which the air
On the Atmospheric System.
219
is withdrawn from the jripe ; therefore, by simply increasing the air pump, any speed may
be attained ; and with a fixed quantity of trathc per diem, no considerable increase in the
fuel consumed or any other expense is incurred for improving speed, further than the small
additional power required to overcome the increased atmospheric resistance. An actual
saving in the first cost of a railway constructed for high velocities may be effected, because
by performing the journey in less time, a greater number of trains may be despatched each
day, and theu: weight diminished ; therefore the piston, having less to draw, may be smaller
in diameter. The cost of the pipe (which forms the largest item in the first cost of this
railway) will thus be reduced in nearly the same proportion as the speed is increased.
" Besides these advantages, the system possesses others of still more importance to the
public. No collision between trains can take place, for as the power cannot be affiled to
more than one piston at a time in the same section of pipe, the trains must ever be the
length of a section apart from each other ; and if from any cause a »rain should be stopped
in the middle of a section, the train which follows it will be obliged to stop also at the en-
trance of the pipe, as there will be no power to propel it until the first train is out. It js
also impossible for two trains to run in opposite directions on the same line, as the power
is only applied at one end of each section. A train cannot get off the rail, as the leading
carriage is firmly attached to the piston, which travels in the pipe l>etween the rails, and,
the luggage and carriages cannot be burnt, as no engines travel with the trains. >
" We now come to the comparative cost of the two systems.
" 1st. The necessity of having the railway comparatively level causes the present enor-
nxous outlay for earth work, viaducts and tunnelling, and increases the cost of land, not
only by lengthening the line to save cutting and embankment, but by the quantity wasted
on each side of the road wherever such work is required. Thus, if an embankment or
cutting has to be made of 30 feet, at least 60 feet of land must be covered on each side of
the railway in order to obtain sufficient slope, malting a width of 120 feet, besides the road,
except where they occur in very favorable ground. The comparative expense of this item,
between the two systems can be ascertained by referring to the average cost of forming a
turnpike road and that of the principal railroads now in operation.
" Since it is not necessary to make detours to avoid steep gradients, the direction of the
road in a straight line may be more nearly pre||rved."
LOCOMOTIVE SYSTEM. Per mile.
Taking five of the principal railroads as the basis of our calculation, their
average expense of formation has exceeded* - - - £36,000
And the origmai stock of locomotives, - - a -:ft ;•- ■■v.'>;---;;v--'' 1,600
--'"' £37^600
ATMOSPHERIC SYSTEM. Per mile.
The average expense of forming a turnpike road throughout Elngland
has been £3000 per mile, but for our road say - £4,000
Allow extra for road bridges, . - - 2,000
Rails, chairs, sleepers and laying down, - - 3,&00
Mtdn pipe and apparatus complete (on a scale for transporting 360 tons
per hour, or 5000 tons per day of fourteen hours, on a road with gra-
diente of 1 in 100), - - - -^ 5,900 T; :
Fixed engines, air pumps, and engine houses, - - 1,400 »^.. .
Travelling pistons, - . - - 90
15,120
Saving per mile in forming and furnishing on the atmospheric systsm, 22,480
^7,600
Annual expenses of working per mile, when conveying two thousand tons per day.
(This is beyond the average quantity conveyed on the Liverpool and Manchester railroad :)
LOCOMOTIVE SYSTEM. Per mile>
5 per cent, interest on capital invested, £37,600, -
Maintenance of way, ....
Locomotive department, including coke,
ATMOSPHERIC SYSTEM.
5 per cent, interiston caiHtal invested, viz., £15,120,
Maintenance of way, andi attendance on mains,
Wear and tear of fixed engines, 5 per cent, of cost, -
Coal, 0-75 lb. per ton per mile, 214 tons, at 20b.,
Wages to enginemen and strokers,
1,400
*Oar calculations an feniidwl on the reports of difliueat compaaie* wheae railways are complete,
or ia a forwacd atate.
.
£1,880
.
450
-
1,800
4,130
Per mile.
£756
■ 300
•^'■- •
70
- 914
'
60
,'ii^£.
ttO lUiscetlanea.
•*-.i^
1,400
Wages to train conductors, ...
Renewal of travelling appan^as and compoeiiion, - • 50
Sondiies, - - '■••• ;■;■ ;.7'-' •r«;,\ .s.-'-? •.'"■■ - 160
1,6
Annual saving per mile on the atmospheric system, • :' * 2>&04
Total expenses per ton per mile on the locomotive system, - * - l,54d.
" " " atmospheric " - - 0,06d.
Exclusive of carriages and management, which may be taken as the same on both syv-
tems.
MISCELLANEA. . • ' -^ ^ ..-. . | ?.: * .
There is a very interesting though somewhat discursive article on " Aque-
ducts and canals" in the London (Quarterly Review, for March last. It will
perhaps astonish the advocates of canals to learn that the Duke of Bridge-
water regarded with no little uneasiness, and with almost incredible fore-
sight, the ultimate capabilities of the railway, though at that time nothing
beyond the common tramroad existed. When congratulated on at length
reaping the profits of his perseverance and sacrifices, he replied " Yes, we
shall do well enough if we can keep clear of those d — d tramroads."
The Croton aqueduct is also mentioned in these flattering terms : " Till
London with all its water companies is as well supplied with accessible
water as modern Rome is by only ^>ro of the aqueducts, whether fourteen,
as some count them, or twenty, which ancient Rome possessed, we must
content ourselves, Anglo-Saxons as we are, with resorting to New York for
wise saw and modern instance, and must lead our readers to drink at the
Croton aqueduct." •'/'^' I
The reviewdr has got it into his head that there is some doubt as to the
work accomplishing its object. The only objections we have heard are that
the deviations from the original plan in the Harlem bridge and dam in the
Croton have cost the city several hundred thousand dollars, and that archi-
^ tectural effect appears to have been avoided not by an increase, but certainly
without any diminution of expenditure. There having been no estimate of
income, and the expenditure having been in fact " ad libitum," the Croton
water works have escaped the searching and infallible ordeal through which
the railway has to pass. But as regards the supply of water with referene**
to quality and quantity, there can be no doubt as to the excellence of the for<-
mer, or the abundance of the latter.
The Mohawk and Hudson railroad company having done away with the
use of the inclined plane at Schenectady, are now engaged in building an
entire new road at Albany, in order to avoid the inclined plane at that city.
The Long Island railroad company are making a tunnel in Atlantic street,
Brooklyn, in order to bring the engines near the ferry, and to do away with ,^
the use of horses. It will also save time, and thus aid them in competing
for the Boston travel. Should this meet the eye of the engineers of the above
important works, we would beg leave to intimate that some details as to the
annual cost on the old plan, the saving by the new and the outlay by which ^
.. .. '^1 . s.il^lL- :..li_;v ^ • V- . ■
"♦^.V'
Rates of Fare and Rates of Speed on Railroads.
that saving is effected would be of interest to our readers generally, and, as
we have in another part of this number endeavored to show, would be at-
tended with no disadvantage to themselves.
The Central railroad (Michigan) will be opened in July to Marshall, and
in the fall to Kalamazoo.
Enlargement of the Lachine Canal. — " In the list of imports by the La-
chine canal in this day's Grazette, will be found the cargo of the Quebec forwarding com-
pany's barge Shannon, consisting of 1903 barrels of flour. This, we are informed, is the
lamest cargo ever brought from uie upper country to this market, by about 400 barrels." —
[Montreal paper.]
Here it will be seen that a wooden canal boat, which passes the old locks
of this canal, has actually brought down 190 tons of freight. An iron boat
would take 250 tons. Now we know that 100 boats per day can be passed
through single locks with ease, and — we quote from memory— the total
amount of western produce, via the St Lawrence, does not exceed 600,000
to 700,000 barrels per annum ; and 100 boats with 1900 barrels each, gives
190,000 barrels per day. Hence, the old Lachine canal will easily pass the
western freight in 5 or 6 days, and would not require more than 10 or 12 days
to pass all the flour and pork which passes over the Erie canal. Yet the
former is to be enlarged from 20 x 100, (the size of the present locks,) to
46 X 200, and the channel of the canal in proportion? The " Canals of
Canada" have, however, been thoroughly discussed in the Journal, and we
only allude to them now to show that the views of the writer are fully borne
out by experience, and also to give a practical and striking example of the - -
ruinous consequences which infallibly result from entrusting to political ad- !
venturers the management of works, to the success of which that character
and skill, which we have strongly insisted on in our opening article, so
largely contribute, and without which all is a lottery.
RATES OF FARE AND RATES OF SPEED ON RAILROADS.
In our number for April we presented some considerations on this subject,
and cited the case of the line of railroads between New York and Wash-
ington, as one on which rates of fare, much higher than could be judicious,
were adopted. Our impression is that the prosperity of this route of travel
has been much retarded by these rates, which have a tendency to throw off
the travel on other routes, and at the same time to prevent the increase which ; -
at more reduced rates would take place between the cities which it connects. -:
At the same time, it was evident to us, that the present rates of &re, if con-
tinued, must lead to rival lines being gotten up between these cities, of an %
inferior character perhaps, but at more reduced charges to the traveller, ';
which would carry off much of the aliment pertaining to these works ; and T
aff friends of the railroad system, reluctant to see it retrograde, we were :
anxious to see a policy adopted, which, while it was liberal to the public, v'
"vna the true policy for the railroad companies. At a rate of from $2 to
$2 GO between New York and Philadelphia, the same between Philadel-
phia and Baltimore, and from $1 to $1 50, at &rthest, between Baltissore
-1.;:-
2^2 Rates of Fare and Rates of Speed on Railroads.\
and Washington, and with not raore than four and a half hours between
New York and Phila4elphia, and from five to five and a half between
P^hiladelphia and Baltimore, the railroads connecting these towns may mo-
nopolize,the whole travel between them, and that greatly increased, probably
nmch more than doubled, by such a policy ; but we predict if the present
high rates of fare, and low rates of speed, on this great line are continued,
a year will not elapse before rival lines of steamboats and stages will be estab-
lished throughout its whole extent ; and if established they will be sustained,
both because at the present reduced prices of labor, provisions and materials,
they will be kept up at a comparatively reduced cost, and because the pub-
lic, which considers its good nature to have been abused by the railroad
companies, will be inclined to support them. We trust that the railroad
companies will look calmly at the subject, and see to what they are at pre-
sent exposed by their too grasping policy, and mistaken views of it, and as
we expressed ourselves in our previous number, on the subject, will " act on
the principle of the ounce of prevention being worth the pound of cure. '
It is apt to be the case that we are not apprehensive of danger where we
have been for some time exposed to it, and the companies in question, having
so far escaped any direct competition, may perhaps think themselves safe from
it. But they should bear in mind that the country is no longer in the pros-
trate condition in which it has been since the revulsion of 1837, and that a
spirit of enterprize is now abroad, which will leave unexplored no avenue
to profit. Ericsson boats have been already built, and more are building,
for the conveyance of freight and passengers between New York and Phila-
delphia, New York and Richmond, and Philadelphia and Richmond.
These boats may be expected to divert some travel from the railroad lines,
but nothing in comparison with what would be taken from them by lines
of stages and steamboats at a reduced rate between New York and Phila-
delphia, and Ericsson steamboats between Philadelphia and Baltimore, by
way of the Chesapeake and Delaware canal, or a line of very quick steam-
boats on the Delaware river, and Chesapeake bay, connected by an expedi-
tious stage line between Newcastle and Frenchtown, or parallel to the Chesa-
peake and Delaware canal. An independent canal line, or a day line of
quick, steamboats could not fail to do well at half the present rates of fare
charged by the railroad company between Philadelphia and Baltimore.
We say an independent canal line, because there is at present a daily line
of Ericsson boats between Philadelphia and Baltimore on the canal route,
but these it is generally understood are owned by the railroad company, or
large stockholders in it, and are now, not to make money by the trsuisporta-
tion of passengers, but rather to keep travel from the canal, and throw it oa
the railroad, the rates with this view being kept nearly as high by the canal
line as on the railroad itself The fact that few travellers under these cir-
cumstances take the canal route, is no evidence that a really effective liae on
the canal would not carry off a very large travel. On the contrary we are
rery much mistaken, if a night line on this route would not compete even at
lJ^Ji^M^-^i':f^. ,!^-.V.'-
Itemt. ' ' .;'"■:,... - "' ■;» . -. 223
the same rate of fere very advantageously with the railroad ; and, therefore,
if once gotten up and prosperous, there would be no probability of the rail-
road company putting it down, or buying it up without a great sacrifice.
Instead of adopting a policy which will certainly bring about these results,
we would earnestly urge the companies between this and Baltimore to look
to the other side of the picture, and see what may be done by diminished
rates of fare and increased speed. In the first place their example would be
followed by other railroad companies south and west of them, and the whole
of that travel which is now diverted to the sea, and passes between the north
and south in sloops and schooners, or which passes up the Hudson, and
thence around by the great lakes, even to New Orleans, would pass over
their railroad and the Baltimore and Ohio railroad to Wheeling, or by the
railroads south of Baltimore to the south and south-west. Secondly, the
local travel between the large cities would be greatly increased. But, lastly,
and what seems to us of much more moment than any other consideration,
the companies would establish the prosperity of their works on a more per-
manent foundation, both by doing away with the temptation which now ex-
ists to competition, and by satisfying the public which is at present univer-
sally impressed with the opinion that the fares on the great routes in ques-
tion are too high, and their rates of speed too slow, and that in other respects
it is not accommodated on them as it ought to be.
Our thanks are due to the Hon. Asher Tyler, the Hon. Horace Wheaton
and the Hon. Hamilton Fish, of the House of Representatives, for public
documents — recently received.
Elihu BuRRiTT expresses himself as follows in relation to the " iron
horse" of the railroad : how few there are who can do it more eloquently.
" I love," says he, "to see one of these huge creatures, with sinews of brass
and muscles of iron, strut forth from his smoky stable, and, saluting the long
train of cars with a dozen sonorous puffs from his iron nostrils, fall gently
back into his harness. There he stands, champing and foaming upon the
iron track, his great heart a furnace of glowing coals ; his lymphatic blood
is boiling in his veins ; the strength of a thousand horses is nerving his
sinews — h« pants to be gone. He would ' snake' St. Peter's across the desert
of Sahara, if he could be fairly hitched to it, but there is a little sober eyed,
tobacco chewing man in the saddle, who holds him in with one finger, and
can take away his breath in a moment, should he grow restive and vicious.
I am always deeply interested in this man ; for, begrimed as he may be with
coal, diluted in oil and steam, I regard him as the genius of the whole ma-
chinery, as the physical mind of that huge steam horse."
Fitchburgh Railroad.— The cars on this road made their first appearance
at Concord on Thursday, June 6th, and the trains will now run regularly ;
the track is progressing rapidly towards Vermont, and — Canada ? certainly.
Since the above, we have received a copy of their report, and shall refer
to it in our next.
Railroad Accident— ^n the Syracuse and Auburn railroad, on Wednes-
day evening, 5th June, says the Rochester daily Advertiser, without other
injury than what was sustained by the " iron horse." Would it have occurred
if the cars had been moved on the " atmospheric" principle ? Mr. Samvda,
one of the inventors, says it is impossible. 7
:.:£^.y---^
' -1 ■:.■?**£:::«. . ■ ;-. Li.s=,:i; ». .^
224 Items.
Norwich and Worcester Railroad. — The Norwich Courier, of June 4th,
says that the annual meeting of the stockholders of the Norwich and Worcester railroad
took place in this city yesterday. The following gentlemen were elected directors for the
cnsuincr year : D. Tyler, W. P. Green, J. A. Rockwell, Norwich ; A. DcWitt, Oxford ;
W. w! Ward, Boston ; S. R. Brooks, Jacob Little, Elihu Townsend, John Rankin, Al-
fre<l Brooks, New York ; Asa W. H. Clapp, Portland, Me.
It is said that is in contemplation to extend the Long Island railroad seven miles beyond
Greenport, bringing its terminus to within fourteen miles of New London. Another pro-
ject on the tapis is to extend the Norwich and Worcester road down the river to a point
opposite or below New London, so that the termini of the two roads shall be brought with-
in 13 or 14 miles of each other. Thus this route between Boston and New York would
be substantially a land route. If, then, the distance from New York to the eastern termi-
nus of the Long Island road — one hundred and one miles — shall be accomplished in three
hours — no more and no less — (and that is what the company confidently expect to do) this
route will inevitably be the quickest, surest and most popular route between the two cities.
As such, it is sure, also, to become the great mail route.
Boston and Worcester Railroad. — The stockholders, at their annual
meeting on Monday, 3d Jupe, says the Bay State Democrat, re-elected Messrs. Nathan
Hale, David Hcnshaw, Daniel Denny Eliphalet Williams, George Morey and Nathaniel
Hammond, directors — and chose Messrs. John Hathaway, Abraham T. Low and Benja-
min F. White^ in place of Messrs. Moses Williams, Addison Gilmore and Nathaniel F.
Emmons, who declined a re-election. The annual report w£is submitted and ordered to be
printed.
We have received a copy of the report — from some kind friend, who will please accept
our thanks — but have not yet had time to examine it, will do so, however, in time for our
next number.
Boston and Providence Railroad. — At the annual meeting of the stock
holders of the Boston and Providence railroad, the old board of directors were re-elected.
The receipts from January 1st, 1843, to January 1st, 1844, have been S98,82l, against
S75,620 in the same time of 1843 — increase S2if,201 . The month of June is estimated at
$26,000 — last year, ^23,749. The expenses have been materially less than in 1843, and
the nett revenue for the past six months will be nearly equal to what it was when the
whole New York business was done by this road. It was voted to subscnbe S'40,000 in
aid of the Stoughton Branch railroad, which insures its being built, and will give a large
addition of busiAess to the Providence. The freight has increased this year % per cent.
to way stations, and 1 1 per cent, to New York. — [N. Y. American.]
Greenfitld and Northampton Railroad. — We learn, says the Greenfield
(Mass.) Democrat, that Mr. Hoyt, is making good progress in the survey of this road.
From a point a tittle this side of Northampton, for the distance of about 11 miles, the road
can be made in a right line " as straight as an arrow," and perfectly level. The country
is so level that the expense of grading that part of it cannot exceed one thousand dollars
per mile. So favorable a location for a railroad can scarcely be found in "New England."
The distance from Greenfield to Northampton, by the railroad, will be 18 1-2 miles.
Another Railway. — The Hartford papers recommend the construction of
a railway from that city to Dan bury, for the purpose of forming a direct railway commu-
nication from Boston and Hartford to New York ; in opposition to the proposed railway
from New Haven to Bridgeport. The distance from Hartford to New York via Danbuiy
it is estimated can be performed in four hours. The highest gradients will not exceed 40
feet per mile, and the road will pass through Waterbury and severed manufacturing villages.
At an election of directors of the Mohawk and Hudson railroad company, held on the
r2th inst , the following prsons were elected directorsfor the ensuing year : George Law,
Jacob Little, Edward Mills, Wm; S. Hoyt and John B. Lasala, of ISfew York ; Rufus H.
King, Augustus James, Herman Pumpelly and John V. L. Pruyn, of Albany. And at
a meeting of the board held the same day, Geoi^e Law was re-elected president and Jacob
Little vice president.
CONTENTS: ——
Pi
^
Remarks on the profession,
Canadian works, 196
ExpUnation and arrangement of the tables, 197
Bxamplet, showing the manner of using the
tablM. 197
Memorandum — cubical quantities, 207
Vew rotary engine, 907
^
Railway administration,
Cost of transportation,
Atmospheric railways, i 2i4
On the atmospheric system, Slg
Miscellanea, I' 390
Ratasof&raaadratMeffpMdoBrailiewb, m
Ittou, SB
^rOl/yr . ' .- \ Sm
-i^-' ,-■■
• >
■^^'**^' AMERICAN " ' ' . '^■
RAILROAD JOURNAL,
AND
MECHANICS' MAGAZINE.
Pnblishtid Monthijr at 23 Chamberi'St. New York, > S n ir wrurt irj-.„
at «2 a-year, in advance, or 3 copies for $5. \ . } "■ *- J*"*"' Editor.
No. 8, Vol. 2. ; ATTrTTG^ Iftdil J Whole No. 439.
Third Series. \ AtXjrU&l, 1044. ^ Vol. XVIL
I' ATMOSPHERIC RAILWAY.
^ In our" July number we published a letter from Messrs. Samuda, Brothers,
the patentees of this new mode of working railways, and promised to give
in a subsequent number, a further description, with illustrations. In accor-
dance with that promise we now give the main part of a short " treatise on
the adaptation of atmospheric pressure to the purposes of locomotion on
railways," by M. J. D'A. Samuda, together with several extracts from the
examination of Mr. Cubit, Mr. S. K. Brunei, and Mr. Robert Stephenson,
engineers of reputation, before a committee of the house of commons, in
relation to its advantages as compared with the present locomotive engine
system of working railways. Mr. Stephenson appears to take decided
ground against the principle, yet he admits that " its safety is nearly perfect
if you keep the trains moving in one direction, at the same time" — that is
to say there is no danger of running off the track — or the only danger of
accident arises from the possibility of two trains meeting, of which it seems
to us there is little probability ; but the other gentlemen were decidedly in
its favor, as the extracts from their examination will show; and, "the de-
cision of the committee was unanimously g^ven in favor of the Croydon
and Epsom line to be worked by the atmospheric system, to the exclusion
of the other."
It is by no means surprising that there should be a diversity of opinicm
among gentlemen of the profession, as well as others, in relation to an in-
vention which, if it i^ in reality what its friends claim for it, bids fair to pro-
duce a revolution in the present mode of railroad locomotion. And eveu
Mr. Stephenson, high as he stands as an engineer, and manufacturer of lo-
comotive engines, may be as much mistaken, and as honestly so too, as was
Dr. Lardner in relation to Atlantic steam navigation ; but we see no reason
to doubt the accuracy of the experiments and the correctness of the obser-
vations made by the other gentlemen who were examined by the committee.
At all events, we think we see enough in it to warrant us in laymg it before
our readfers, and to request those editors with whom we exchange to do the
same to theirs, or to call attention to the Journal containing it. Jr
296
On the Atmospheric SysUm.
DESCEIPTION OF CLEOO AND SAMUDa's ATMOSPHERIC RAILWAY.
On this system of working railways the
moving power is communicated to the train
by means of a continuous pipe or main A,
laid between the rails, and divided by sepa-
rating valves into suitable and convenient
lengths for exhaustion ; a partial vacuum
is formed in this pipe either by steam en-
gines and air pumps fixed at intervals along
the road, or by water power, if the nature
of the country be such as to afford it —
These valves are opened by the train as it
advances, without stoppage or reduction of
speed. A piston B, which is made to fit air
tight by means of a leather packing, is intro-
duced into the main pipe* and connected to
the leading carriage of each train by an iron
plate C, which travels through a lateral
opening the whole length of the pipe. This
lateral opening is covered by a valve G,
extending the whole length, formed of a
strip of leather riveted between iron plates ;
the top plates are wider than the groove,
and serve to prevent the external air forc-
ing the leather into the pipe when the vac-
uum is formed ; the lower plates fit the
groove when the valve is shut, and making
up the circle of the pipe, prevent the air
passing the piston ; as shown in figs. 2, 3
and 4. One edge of this valve is securely
held down by iron bars a a, fastened by
screw-bolts b b io a. longitudinal rib c, cast
on the pipe on one side of the lateral open-
ing, and the leather between the plates and
the bar being flexible, forms a hinge as in a
common pump valve ; the other edge of
the valve falls on the surface of the pipe on
the opposite side of the opening, thus form-
ing one side of a trough F, as shown in
figs. 2, 3, 4. This trough is filled with a
composition of bees' wax and tallow, which
substance is solid at the temperature of the
atmosphere, and becomes fluid when heated
a few degrees above it. This composition
adheres to the edge of the valve, which
lorms one side ot the trough, &"that part of the pipe which forms the other, &
produces perfect contact between them ; but as the piston advances, the valve G
must be raised to allow the connecting plate C to pass, and this is effected by
four wheels H H H H fixed to the piston-rod behind the piston, and the ap-
erture thus formed serves also for the free admission of air to press on the
* When the first division or section is exhausted, the separating valve is opened, and
the front of the piston being thus exposed to the exhausted portion of the pipe, the atmos-
pheric air pressing on the luu:k of it propels it forward in the pipe, and with it the train to
which it is attached.
^^tmMt: ^l>r-
On the Atmospherie System.
back of the piston: by this
operation of raising the valve
out of the trough, the com-
position between it and the
pipe is broken, and the air-
tight contact must be repro-
duced. To effect this, an-
other steel wheel R is attach-
ed to the carriage, regulated
by a spring which serves to
insure the perfect closing of
the valve by running over
the top plates immediately
after the arm has passed, and
a copper tube or heater N
about 5 feet long, filled with
burning charcoal, is also fix-
ed to the under side of the
carriage, and passes over and
re-melts the surface of the
composition which has been
broken by lifting the valve,
and which upon cooling be-
comes solid, hermetically
sealing the valve as before.
Fig. 2.
Fig. a
Thus each train in passing leaves the pipe in a fit state to receive the
next train. A protecting cover, I, formed of thin plates of iron about 5
feet long, hinged with leather, is placed over the valve, and serves to pre-
serve it from snow or rain ; the end of each plate underlaps the next in the
direction of the piston's motion, thus insuring the lifting of each in sue*
cession, which is effected by the wheels D 6xei under the carria^
On the Atmotpkeric SyttemV
Fig. 6 is the exit separa-
ting valve, or that at the end
of the section nearest to its
steam engine ; this valve is
opened by the compression
of air caused by the piston
after it has passed the branch
%vhich communicates vvrith
the air-pump.
Fig. 6 is the equilibrium
or ew/rawceseparating valve.
The arrow denotes the di-
rection in which the trains
advance. The pipe is ex-
hausted on the side of the
valve letered C, and is only
prolonged on the other side
to allow the piston to enter
the pipe before the valve is
opened. Attached to one
side of the main is a semi-
circular box B A, divided
into two compartments by
a partition, of which jgi a a
is a sectional view, andithro'
which is a circular opening : in the top of the box are
two small square holes, one on each side of the parti-
tion, furnished with a box slide, by which either or both
of them may be covered at pleasure ; within the box
B A are two valves, b and c, (of which b is the great-
er,) connected by an arm d dio each other, and to a ver-
tical axis e, on which they can swing horizontally for
about 100 degrees. When the pipe is to be exhausted,
the valves are placed by hand or otherwise, in the posi-
tion represented in the figure ; b filling the opening in
the
closing
the
partition,
main. The box slide also*
covers the hole on the side B
of the partition, leaving the
other hole open as the exhaus-
tion proceeds ; C and B are
in vacuum ; A and D open to
the air. There is then the
same pressure on each square
inch of b and c ; but b being
larger than c both remain
close, for the total pressure on
b preponderating, will keep c
against its seat, as will be plain
on looking at the figure. But
the train on approaching,
moves the slide box so as to cover both holes, and a passage is formed thro'
which the air in the partition A, rushes into the main C, so that A and B
are both in vacuo, and the pressure being removed from ^ that On c forces
'" ' "■^- ■ -— '- -■ . A->-'.-kW.>-'": '-t.... ^ yr: w.- ,,^^'z. ». -.^u^M .
On tht Atmospheric System.
\ it back and allows the piston to pass. —
,: The valve, or rather, piston Z», is a cup
-t leather, riveted between iron plates and
:. shuts into the opening in the partition: c
f- is a flat leather valve, and shuts against a
facing in the main.
The main pipe is put together with
deep socket joints, in each of which an
annular space is left about the middle of
the packing, and filled with a semi-fluid ;
thus any possible leakage of air into the
pipe is prevented.
When it is necessary to stop or retard
the train, in addition to the use of a com-
mon break, a valve in the travelling piston
is opened by the conductor by which 'means
the external air is admitted into the ex-
hausted portion of the pipe, and the pro-
pelling power destroyed.
In localities where a sufficient quantity
and fall of water can be obtained, the at-
mospheric system can be worked without
the assistance of any machinery whatev-
er : by constructing a tank or tanks (of
a total capacity double that of the section
of pipe they have to exhaust,) filling them
with water, and allowing it to run out
through a descending perpendicular pipe
about 32 feet long (which it will do by its
gravity alone,) the whole of the air con-
tained in the pipe will expand itself into
the tanks, and by the time they are half
emptied of water half a vacuum will be
formed in the pipes, as the air will be ex-
panded into twice its bulk, and the other
half will run out while the travelling pis-
ton and train are advancing, thus increas-
ing the space in the tanks as that in the
pipes is diminishing by the approach of
the piston, and by this means maintaining
the same degree of vacuum during the
whole time the train is passing, whatever
be its speed.
Workings of the Atmospheric railway
on the Birmingham, Bristol and
Thames Junction railway.
The system is in operation on part of
the above line between the Great Western
railway and the Uxbridge road, on an in-
cline, part 1 in 120 and part 1 in 115.
230
On the Aimosphric System.
The vacuum pipe is half a mile long,
and 9 inches internal diameter.
The exhausting pump is 37^ inches
diameter and 22^ inches stroke, worked
by a steam engine of 16 horses' power.
For the purpose of experiment a series
of posts were fixed along the half mile
every two chains, and a barometric gauge
was attached at each end of the pipe, for
the purpose of ascertaining the degree to
which the pipe was exhausted ; a vacuum
equal to a column of mercury 18 inches
high was obtained in about one minute,
and both gauges indicated the same ex-
tent of vacuum at the same instant.
The following table shows a fair ave-
rage of the results obtained during six
months.
By following out these results, it will
be foimd that a main pipe of 18 inches
diameter will be sufficiently large for a
traffic of 5000 tons per day, viz., 2500
tons in each direction, supposing the gra-
dients of the road to average 1 in 100.
Note. — A main pipe, 18 inches diam-
eter, will contain a piston of 254 inches
the usual pressure on this piston,
area;
produced by exhausting the pipe, shoula
be 8 lbs. per square inch (as this is the
most economical degree of vacuum to
work at, and a large margin is left for ob-
taining higher vacuums to draw trains
heavier than usual on emergencies) — a
tractive force of 2032 pounds is thus ob-
tained, which will draw a train weighing
45 tons, at 30 miles per hour, up an in-
cline rising 1 in 100. Two and a half
miles of jhis pipe will contain 23,324 cu-
bic feet of air, -^ths of which, or 12,439
cubic feet, must he pumped out to effect a
vacuum equal to 8 lbs. per square inch :
the air-pump for this purpose should be
5 feet 7 inches diameter, or 247 feet area,
and its piston should move through 220
feet per minute, thus discharging at the
rate of 24 7 x 220 = 5434 cubic feet per
minute at first, and at the rate of 2536 cu-
bic feet per minute when the vacuum has
advanced to 16 inches mercury, or 8 lbs.
per square inch, the mean quantity dis-
charged being thus 3985 feet per minute ;
therefore -SV^ = 31
minutes, the time
required to exhaust the pipe ; and as the
axea of the pump piston is 14 times as
On the AtmoipUric ^gtm.
iSi
great as that in the pipe, so the velocity of the latter will be 14 times as
great as that of the former, or 220 feet per minute X 14 = 3060 feet per
minute, or 35 miles per hour : but in consequence of the imperfect action
of an air-pump, slight leakages, etc., this velocity will be reduced to 30
miles per hour, and the time requisite to make the vacuum increased to 4
minutes: the train will thus move over the 2^ miles section in 5 minutes,
and it can be prepared for the next train in 4 minutes more, together 9 mi-
nutes ; 15 minutes is therefore ample time to allow between each train, and
supposing the working day to consist of 14 hours, 56 trains can be started
in each direction, or 2520 tons, making a total of 5000 tons per day. The
fixed engine to perform this duty will be 110 horses' power, equivalent to
22 horses' power per mile in each direction.
■'■■<.- ■ '■.■
Maxim'm
Vacu'm in
■'.' ■ '^
Number of passengers.
Totol load.
speed in
ms. pr. hr.
inches of
mercury.
tons. cwt.
June 11, 1840
23
8 0
22i
18
23 ■ ■^'-->'
8 0
22i
16
, ■ .
15 K&'..
7 10
20
19
- ,' A •■"■ * ".
21 -:>'f^-i:^
7 18
22i
19
44 ^^>;>-^-v:
9 10
22i
20
• '"* '!■'/■'■■
68 "M^:- '
10 7
22i
19
_. .. ' .' -^ y:^.-
57 U-i*-'
10 6 ,
18.-
19
26 :<•:■:■■:
6 9
30
18i
■;;/,-; • y;:^ -
75 ^4'-^\^i-^^
11 10
22i
17
V -.,-;-::. :
24 :■■ -5.- ^^^:-
8 2
22i
15
13 i::-^:i-h:^-i
4 12
30
16
9
7 2
22i
m
June 29, 1840
28
8 2
30
28 «^
, 5 13
30
-
28 -%
5 13
36
July 24, 1840
21
7 18
30
22
15
4 15
30
22
<v f -f'.^-' y-v'-V* i ." '5 ■
i^-^P^^H>.'-ivni-^-^-?:.
4 6
30
23
15 >..>H>^^
5 0
30
2U
Aug. 8, 1840
16
5 1
30
21
18 and ballast
13 10
18
20i
18
6 4
30
20^
Aug. 10, 1840
16
5 0
30
20
17 and ballast
13 10
20
22
10
4 13
30
22
Aug. 11, 1840
28 ; -
6 17
30
20i
25 -.^vvV:v
5 13
30
20
14
5 0
30
20
Sent. 24, 1840
23
5 10
36
Nov, 6, 1840
17
5 3
36
21
16
5 0
45
23i
Dec. 9, 1840
11
4 14
45
23
Dec. 15, 1840
15
6 0
36
22i-
Jan. 6, 1841
10
4 13
36
22|
Feb. 19i 1841
8
4 If
45
^i
By reference to the dates of this table it will be seen that the workings of
the system are equally perfect dnring all seasons ; through the height of
;:■>.: ^-i..^.^ ^.A^L.ari.MXxt.t.t^.J.,
Jjti^^tm
■f-iiifiiinh»trnti'
832 On the Atmospheric System.
summer, and in the severest winter that we have known for many years :
in no single instance during the whole time has any derangement of the
machinery taken place, to prevent, or even to delay for one minute, the start-
ing of the trains. The main pipe and valve have considerably improved by
working ; the composition for sealing the valve has become so much more
firmly bedded in its place, that while in June last we were only able. to ob-
tain a vacuum equal to a column of mercury 19 to 20 inches high, we now
obtain from 22 to 24 inches, and occasionally 25. The speed, originally
from 20 to 30 miles per hour, now ranges from 30 to 45. The whole at-
tendance the valve and main received during this period was that of a single
laborer for about one hour every week : the composition now' in the valve-
groove has never been changed ; and 56 lbs. weight only has been added to
supply the waste : the cost of this composition, which consists of wax and
tallow, is \s. per lb.
We have now procured data from which the economy and advantage of
tkis system can be arrived at with certainty.
It is true that we have heard many objections made ; and as these objec-
tions, if tenable, would involve the principle of the invention, we cannot do
better than notice and comment on them here. We have been told, IsL
That our experiments do not prove the applicability of the system to an ex-
tended line of road.
2d. That the number of stationary steam engines and establishments re-
quired on this system would be an objection, in point of expense, and liabil-
ity to accident.
3d. That an accident occurring at one of these stations, or anywhere along
the pipes, would interrupt the traffic on the whole line ; and so strenuously
has this objection been urged, that we have heard it asserted that a hole the
size of a pin's head, in the sealing composition, would prevent the action of
the invention, and thus the traffic might be stopped for a whole day while
making fruitless search to discover it.
In answer to the first objection we would say, in every case Avhere a train
has been started the pipe has been first exhausted to 18 inches of mercury
or upwards : the time of performing this operation is about one minute, and
from the barometric gauges fixed at both ends of the pipe the vacuum is as-
certained to be formed to an equal extent throughout the whole length with-
out any appreciable difl!erence of time. The pipe laid down is 9 inches di-
ameter, and half a mile long, and a pressure equal to a column of mercury
18 inches high is obtained in one minute by an air-pump 37^ inches diame-
ter, moving through ^65 feet per minute. Now it is obvious that if the
transverse section of the pipe be increased to any extent, and the area of the
air-pump proportionately increased, the result will remain unaltered, — i. e.
half a mile of pipe will be exhausted in one minute ; and supposing the air-
pump has to exhaust 3 miles, it will perform the operation in 6 minutes ; it
is also obvious that if the area of the air-pump be increased in a greater
proportion than that of the pipe, the exhaustion will be performed more ra-
pidly, or vice versa. These results are matters of absolute certainty, as
convincingly clear, as that the power of a steam engine must be regulated
by the area of the piston on which the steam acts. No person of scientific
attainments will for one moment doubt, that 'if a steam engine were made
with a cylinder twice the area of the largest cylinder ever set to work, the
power obtained would be in proportion to the increased area : and so with
the air-pumps before alluded to ; the excess of work is immediately arrived
at that an air-pump six feet 3 inches diameter will perform over another of
3 feet 1^ inch diameter, the speed, of the pistons being the same ia bo^ in^
On the Atmospheric System.
u
stances. So plain and self-evident is this result, that we believe the most
sceptical will admit it to be correct"; and this being granted, the applicability ;
of the system to a line of any length must follow ; for Avhatever the lengta
of railroad be, whether 3 or 30, or 300 miles, no different effects have to be
produced. The working a road 30 miles long would be the same thing as
working 10 roads each 3 miles long. Every 3 miles an engine and air-
pump is fixed, which exhausts its own portion of pipe before the train ar-
rives ; thus, as the train advances it receives power from each succeeding
engine in turn, and without any stoppage, unless required, until it arrives at
its final destination, and the air-pumps continuing to work, after the train has
passed, on the section they act upon, re-exhaust it in readiness for the next
The second objection, as to the complexity and outlay attendant on a
number of fixed engines, may perhaps be better answered by taking a re-
view of the number and expense of these engines and the duty they are re-
quired to perform. On a line 30 miles long, supposing the average distance
between the engines to be three miles, there -would be 10 engines and air-
pumps with their engine houses ; and if the railroad were appointed for
transporting 5000 tons per day over the whole distance, (considerably more
than double the amount carried daily on any railroad in England,) the ex-
pense of one of these stationary engine establishments would cost complete
£4200, which, multiplied by 10, will give £42,000 — total cost on the whole
line. But it is a fact which probably must have escaped the notice of those
urging this expense as a drawback to the atmospheric system, if they were
ever acquainted with it, that to perform a traffic of only 1700 tons per day
upwards of one locomotive engine per mile is necessary ; and as each loco-
motive costs £1500, the total capital required for locomotive power on a rail-
road 30 miles in length would be £45,000; in first cost, therefore, there
would be a saving of £3000 in favor of the stationary power ;* but this is far
from being the most important saving. Every mill owner in Lancashire
and Yorkshire, and any persoh connected with mining operations, will rea-
dily admit that his outlay being once incurred for a steam engine to drivie
his machinery or drain his mine, and his engine being once fixed on terra
firma, its deterioration, uncertainty of action, or annual expense of mainten-
ance, is not a sourcejof annoyance or anxiety to him. Five per cent. p«r
annum on the cost will more than cover all repairs necessary to be perform-
ed to it, and all oil, hemp and tallow used in working it. It is the excep-.
tion, and not the rule, if a stationary engine once fixed meet with a derange-r
ment to render a stoppage necessary.
The annual expenses will be for repairs at 5 per cent, on £42,000 £2.100
For coal for these engines (when transporting 2000 tons per day,)
6420 tons per year, at 20s. per ton - . . < - 6420
Wages to engine-men and stokers 1800
i £10,330
v The Liverpool and Manchester railway is 30 miles long, and is the only
railway that transports as much as 1700 tons per day over its whole dis»
tance ; and the annual expense of its locomotive department, including cokCj*
is about £50,000 a year.
Need we make any further comment, when the annual expense of power
for the atmospheric system is £10,320, and for performing the same traffic
on the locomotive system upwards of £50,000 is found necessary? Great
• This saving is in engines only, but it should be recollected that there are many other
items, and by reference to ihe comparative expense of the tWo systems (page 238, R. R. J.,)
it will be seen that the total outlay on the locomotive system is £37,600 per mile, and MH
the atmospheric £15,120. ^
- ■ --"^-^rlf ruMrfir^li'i i-iiri 11 iniin'miri-i nVi ifTfiirlr'^-
S34 On the Atmotpkric Sffsiem. i
as the pecuniary advantages have been shown to be, we must not forget to
correct the third objection ; viz., the erroneous opinion that the system is
iiiulty because an accident occurring at one of these stations would interrupt
the traffic on the whole line. Prima facie, this argument is correct, but
we have already shown how small the chance of accident is to a stationary
steam engine ; hundreds are employed day and night without interruption}
draining mines ; if any derangement in their action were to take place, these
valuable properties would be overflowed, and it would require no difficulty
to point out many establishments where engines have been in action for years
together.* But to make assurance doubly sure, a pair of engines and a
pair of air-pumps, each of half the requisite power, may be fixed at each
station : should anything cause one engine and pump to stop, the traffic
would not be interrupts! ; the only delay would be the retardation of the
train while passing over that section of pipe where only half the power was
in action, and until the cause of the stoppage were removed the trains would
be some five or six minutes more than usual performing the journey.
The next objection we have to meet is the interruption to the traffic from
some derangement in the pipe. This comprehends, 1st, an accident to the
pipe itself; and 2d, from the composition not being effectually sealed.
An accident to the pipe can only occur from breakage, and unless design-
edly perpetrated, could never happen at all. But for the sake of argument
we will suppose a pipe has been broken-— no matter how • the time of re-
moving it and replacing it with another would be consideraoly less than the
time now necessary to clear off* the fragments of a broken engine and train
after a collision ; and supposing a length of valve to require replacing, it
could be done in less time than replacing a rail when torn up by an engine
running off" the line.
If, instead of one, there were one hundred places along the pipe where
the heater had imperfectly performed its functions, the admission of atmos-
pheric air through the composition in these places would only reduce the
column of mercury a few inches : no stoppage or interruption of the traffic
could possibly occur from this cause, and by comparing the quantity of air
pumped out each stroke of the pump, with the quantity that will leak in at
each imperfectly sealed spot, any such erroneous idea will be removed.
Perhaps on this head, an appeal to experience will be more satisfactory than
any argument, however strong : in the whole of our virorkings, the column
of mercury has never varied in height more than 2 inches on the same day ;
and as it requires eight times the number of minutes to destroy the vacuum
in the pipe, when the engine is at rest, that it takes to raise it when in action,
it follows that one-eighth only of the power (two horses) is all that is em-
ployed to overcome leakage. Perhaps the necessity of stopping the traffic
of a line in the event of an accident until the damage is replaced or the ob- ~
stacle cleared away, should be regarded upon all railways as a peculiar ad-
vantage: by this necessity all chance of " running into" is avoided, and
where stationary power is employed the difficulties of commuication which
a locomotive line has to contend with are overcome. By means of an elec-
tric telegraph, every engine station along 100 miles of road may be com-
municated with in half a minute, and thus the traffic may be suspended and
resumed at pleasure. i
On examining the facts we have collected, it will be seen that the atmos-
pheric system is grounded on sound principles, and free from many objec- . "
* At Rock's Mine, Cornwall, an engine has worked day and night without internum- '"'_
don for 3 1-2 years. At the East London water works, a nair of engines, called " the
twini^" h&ve woj^ed 11 years, with scaicdy one hour's roit day or night.
;• I'T^'J
- On the Atmospheric System.
tions that the present railways have to contend with : and a very casual re-
ference to these defects will prove the necessity of substituting an improved
system to meet the wants of the public, when this means of travelling be-
comes fully developed and understood.
* The general benefits that railway travelling has conferred, are admitted
by all ; their introduction has given a new stimulus to industry, and present-
ed increased facilities for the merchant, manufacturer and agriculturist, by
bringing the remotest parts of the kingdom within a days journey, — ^thus
enabling goods and agricultural produce to becogveyed to distant towns, for
which the previous mode of transport was unequal ; indeed, the numerous
advantages of railways have been fully appreciated by the public, who have
not hesitated to embark immense sums of money to construct them between
most of the principal towns.
In proportion as persons have acquired a knowledge of the commercial
benefits that arise from this improved system of travelling, and have felt the
advantages of it practically, their distaste for the old mode of conveyance
has increased ; and if railway communication were attainable at a cost at
all approximating to that previously employed, it would very shortly become
universal throughout the empire. But the general adoption of the railway
system followed its introduction so speedily, that many roads were half fin-
ished before their expenses could be ascertained ; each town capable of rais-
ing sufficient capital to connect itself with the metropolis did so immediate-
ly,— more eager to be on a par with its neighbor, than considerate of the
expense it was about to incur. Fortunately these increased facilities in
many cases created a traffic which compensated for the outlay that was
found necessary to form and work these roads ; and as there is now so large
a portion of capital sunk in this description of property, and a moral cer-
tainty that a greater number of railways will be made in the'next ten years
than have been made and partially completed in the last,* any invention ten-
ding to facilitate their formation, or to reduce their cost, is a matter of the
greatest national and commercial importance : and if by such an invention
the speed of travelling can be further increased, the danger of accidents di-
minished, and the expense of transporting goods reduced to as low a rate as
by canals, the traffic, and, as a natural consequence, the remuneration to the
proprietors, will be proportionably augmented.
Our object is to point out, that these results will follow the adoption of
the atmospheric system of working, and we think it will be admitted that
we have fully borne out and justified this idea, when we have taken a re-
view of the nature of the power and the experience already obtained on the
one hand, and of the drawbacks under which the present systnm labors on
the other. We will first notice the principal defects in railways worked by
locomotive power. These are the expenses consequent upon their forma-
tion and working, in addition to the impossibility of obtaining a speed be-
yond 25 miles an hour, without incurring a more than proportionate addi*
tlonal expense. For an engine that would draw 61 29 tons on a level at
the rate of 25 miles an hour, would if required to travel 30 miles an hour,
only be able to draw 29 66 tons, or, for the additional 5 miles in speed, a
loss of more than one-half in power. These evils arise from the following
causes.
First, from the necessity of making the roads comparatively level, owing
to the nature of the power employed. The whole power of the locomotire
engine is not available to impel the train because it has to drag itself and
* In England alone, since 1R3], upwards of 2000 miles of railway have been completed,
or are in progress of comjdction
V
236 On the Atmospheric System, >
tender. Thus a great portion of its power is consumed even on a level ;"
but that loss of power is greatly augmented when contending with the
slightest ascent.
The extent of this defect will be more clearly apparent by an example :
'.' Supposing a locomotive engine to possess a gross tractive force of 1700
lbs., and its weight including tender, to be 20 tons,'(this is the actual weiglit
and tractive force of the best locomotive engines in general use when trav-
elling at a mean rate of 20 miles per hour,) and as 14 lbs. per ton is requir-
ed to attain this velocity o(| a level road, 280 lbs. will be consumed to impel
the engine and tender, leaving 1420 lbs. available for the train. This, at 14
lbs. per ton, will draw 101 tons on a level road. We will now place the
same train on an inclined plane rising 1 in 50. The power required to
draw a ton at the same speed is then increased from 14 lbs. to 59 lbs., or
nearly 4| times as much as on a level : therefore the engine and tender
weighing 20 tons will consume 1180 lbs. instead of 280 lbs., and will leave,.'^
but 520 lbs. available for the train, instead of 1420 lbs. ; but as the traiir
now needs 5959 lbs. to enable it to ascend, 11^ locomotives, each possessing
a tractive force of 1700 lbs., together 19,550 lbs., will be required to pro-
duce that available force ; we thus have an absolute waste of more than two-
thirds of the power employed on an ascent of 1 in 50, while on a level it
is less than one-sixth. By the same calculation it will be seen, that if the
activity be slightly increased, the locomotive engine will not have sufficient
power to draw itself and tender, even without the train.
Secondly, by the necessity of having great weight and strength of rails
and foundation consequent on the employment of locomotive engines.
These engines (exclusive of tender) weigh generally from 14 to 15 tons
each ; and, in addition to the rigidity of road required to sustain this weight
passing over it on one carriage, the motion transferred to the wheels by the
engines alternately on each side, causes a continual displacement or forcing
out of the rails.
The third, and perhaps the greatest evil, is the heavy expense attendant
on working a railway by the ordinary method ; and this item is rendered
more excessive by the necessity of having a large number of extra engines
in store to keep an adequate supply in working order. By reference to the
half-yearly accounts of the Liverpool and Manchester railway, the annual
expense for locomotive power and coke is found to be from £57,000 to
£60,000 a year, nearly £2000 a mile per annum, on a traffic of about 1700
tons a day. This amount is exclusive of first cost and interest on the origi-
nal stock. *
The fourth evil is the large consumption of fuel in proportion to the
power obtained, which arises, in part, from the great velocity in the move-
ment of the pistons, preventing the steam from acting on them with full
force ; which causes a back pressure on the pistons, reducing their force in
proportion to the velocity at which they move : the power of the engine is
thus constantly diminished as the velocity of the train is increased. To so
great an extent is the combined action of these defects felt, that when travel-
ling at 20 miles per hour, the effective power of the engine is reduced to
half that which would be obtained from the same quantity of steam gene-
rated, and fuel consumed, with a stationary engine. When travelling at 30
miles per hour it is reduced to less than one-fourth ; and at a speed but little
exceeding 45 miles, the power is so far destroyed that the engine will scarcely
draw more than itself and tender. An additional waste of fuel, to an im-
mense extent, is also occasioned by the loss of power (as already shown) on
inclined planes. And, lastly, the chances of accident from collision, run-
On the Atmospheric System,
m
ning off the rail, bursting of boilers ; effects, which have been too severely
felt during the past six months.
From the foregoing remarks it will appear that the evils of the present
system are entirely attributable to the use of locomotive power, and the re-
medy must be sought for in the employment of stationary power in its stead :
the means by which this can be effected without diminishing the accommo-
dation and advantages at present given to the public, are next to be consid-
ered ; and it is confidently expected that in the following summary will be
found, not only remedies for all existing evils, but also many important ad-
vantages, both in speed and safety, which cannot p(>ssibly be obtained by the
above named system.
1st. The loss of power occasioned by the locomotive engines having to
draw their own weight is entirely avoided, and steep hills may be ascended
with no more additional power than that actually due to the acclivity, as
there is no weight except the train.
There is no other known power which can be applied to locomotion with-
out carrying considerable weight and friction with it. The ill effects of lo-
comotive engines have been already pointed out, and the same disadvantages
exist in the application of ropes, which must be drawn along with the train,
and become an increased incumbrance on inclined planes. The defects of
ropes in other respects are too generally known to need comment
2d. The weight of the rails and chairs on the new system may be less
by one-third than where locomotive engines are employed, as the carriages
of the train will be too light to injure them. The annual charge of main-
tenance of way will, from the same cause, be reduced to a considerable ex-
tent.
4 3d. The wear and tear of locomotive, compared with stationary engines,
is as 18 to 1.
4th. By the new system the full power of the engines is always obtained :
and on an incline the additional quantity of fuel consumed in ascending will
be saved in descending, as the trains run down by their own gravity. The
expense of fuel will be further decreased, as the expense of using coal is
only half that of coke.
On the new system the velocity depends entirely upon the velocity with,
which the air is withdrawn from the pipe ; therefore, by simply increasing
the air pump, any speed may be attained ; and with a fixed quantity of trafr
fie per diem, no considerable increase in the fuel consumed or any other eX*
pense is incurred for improved speed, further than the small additional power
required to overcome the increased atmospheric resistance. An actual sa-
ving in the first cost of a railway constructed for high velocities may be ef-
fected, because, by performing the journey in less time, a greater number
of trains may be despatched each day, and their weight diminished ; there-
fore the piston, having less to draw, may be smaller in diameter. The cost
of the pipe (which forms the largest item in the first cost of this railway)
will thus be reduced in nearly the same projwrtion as the speed is increasai.
Besides these advantages, this system possesses others of still more im-
portance to the public. No collision between trains can take place, for as
the power cannot be applied to more than one piston at a time in the same
section of pipe, the trains must ever be the length of a section apart from
each other ; and if from any cause a train should be stopped in the middle'
of a section, the train which follows it will be obliged to stop also at the
entrance of the pipe, as there will be no power to propel it until the first
train is out It is also impossible for two trains to run in opposite directions
on the same line, as the power is only applied at one end of each section.
238 J On the Atmospheric System.
A train cannot get off the rail, as the leading carriage is firmly attached
to the piston, which travels in the pipe between the rails, and the luggage
and carriages cannot be burnt, as no engines travel with the trains.
We now come to the comparative cost of the two systems. -s
1st. The necessity of having the railway comparatively level causes the
present enormous outlay for earth work, viaducts and tunnelling, and in-
creases the cost of land, not only by lengthening the line to save cutting
and embankment, but by the quantity wasted on each side of the road \Vher-
ever such work is required. 7'hus, if an embankment or cutting has to be
made of 30 feet, at least 60 feet of land must be covered on each side of the
railway in order to obtain sufficient slope, making a width of 120 feet, be-
sides the road, except where they occur in very favorable ground. The
comparative expense of this item between the two systems can be ascer-
tained by referring to the average cost of forming a turnpike road and that
of the principal railways now in operation.
Since it is not necessary to make detours to avoid steep gradients, the di-
rection of the road in a straight line may be more nearly preserved.
LOCOMOTIVE SYSTEM. Pcf mile.
Taking five of the principal railroads an the basis of our cadculation. their
average expense of formation has exceeded* - - - j£36,000
And the original stock of locomotives, - « ?.«..•.-* 1.600
37,600
ATMOSPHERIC SYSTEM. Pcr mile.
The average expense of forming a turnpike road throughout Elngland , ,
has been £3000 per mile, but for our road say - 4,000 i-i-i*!
Allow extra for road bridges, - '«-,•. ■ ■'. i*^ - 2,000
Rails, chairs, sleepers and laying down, - ' - 2,500
Main pipe and apparatus complete (on a scale for transporting 360 tons
per hour, or 5000 tons per day of fourteen hours, on a road with gra- • T
dients of 1 in 100,) - ' - - - 5,200 ^i*
Fixed engines, air pumps and engine houses, - -, 1,400 ,^-
Travelling pistons, - - , :,»:,;;,;.»...;,. 20 %.
15,120 j-A,'.^
Saving per mile in forming and furnuhing on the atmospheric system, 22,480
~37;600 '1
Annual expenses of working pcr mile, when conveying two thousand tons per day.
(This is beyond the average quantity conveyed on the Liverpool and Manchester radroad.)
LOccMOTtvE SYSTEM. Per milc.
5 per cent, interest on capital investetl, j6 37,600, - « t
Maintenance of way, ... , j,-j ;>"*»> ^.iii;
Locomotive department, including coke, .i^re-i • ."*•• ';JJ^''v' •■/>.■ ' \^,
•-■■; :.■-•■ -^ ^:;^J?.' ■
ATMOSPHERIC SYSTEM, . .-. . >■
5 per cent, interest on capital invested, viz., £15,120, -' ' ' ' -
Maintenance of way, and attendance on mains, - ' i' '
Wear and tear of fixed engines, 5 per cent of cost, - > " •; ■'
Coal, 0-75 lb. per ton per nule, 214 tons, at 209. - •; '~ •
Wages to engine men and stokers, - , ^.t j -
Wages to train conductors., - ^ - '^ •
Renewal of travelling apparatus and composition, ** i(>:T;-«'^ ':
Sundries, - - - _ - *
Annual saving per milc on the atmospheric system,
Total expenses per ton per mile on the locomotive system.
Total expenses per ton per mil<* on the atmospheric system, -
Exclusive of carriages and management, which may be taken as the same on both
gystems.
— — ; — — f*
* Our cmlculatious are founded en the reports of dtfiferent companies whoM railwayi ate complete
•r ia a forward state.
4
1,880
v'.'iiv
450
'C * "^v . .
1,800
4,130
Per mile.
756
- 300
.^r
70
■>)
- 214
'•#
60
- J6
m
^
■f¥
150
■
1,626
2,504
■ .ii^
4,130
-
l-54d.
-
006d.
.:;•-...
On the Atmespkerie System. ; ^WKm"
In the comparison which we have instituted between the locomotire and
the atmospheric systems, we have notdweh particularly on many important
defects of the locomotive system, but have only noticed them with a view to
point out their existence, and to show that the very nature of the system we
are advocating, prevents the possibility of their being found in it. We do
not think, however, that we should do justice to ourselves if we were not to
notice more fully some of the worst of these evils, with the view of ascer-^-
taining to what they are attributable, and what hope exists of remedying
them. We have no wish, nor unfortunately have we any occasion, to ex-
aggerate the dangers of steam travelling. Not a newspaper but teems withi
arguments the most cogent, the most appalling, in favor of a change of sys- •
tem. We may be told that these arguments have been listened to ; that the
attention of the legislature has been called to the subject, and that conse-
quently steps will be taken so as to entirely prevent the recurrence of the
deplorable sacrifices of human life. We answer, that it is impossible. The
fault is in the system ; and no legislative enactments, however stringent, can
remedy it. We have no need of assertion to prove this position. The re-;
port of the Liverpool and Manchester railway directors, and adopted by the
general meeting of railway proprietors, at Birmingham, on the best means
of preventing accidents on the lines, has just been published, and we desire
no other arguments to support our views than the opinions put forth by these
directors, who must be admitted, from their great experience, to be compe-
tent judges of the question, and whose interest is too deeply concerned to al-
low them to exaggerate the evils they comment upon, the following is the
substance of their report.
" In considering the subject of the various accidents which have recently
taken place on different railways, and the different circumstances connected
with each accident, it appears that they are attributable to one or more of
the following causes :
i " 1st. The want or insufficiency of signal lights, giving warning of dan-'*
ger.
" 2d. Neglect on the part of enginemen of such signals when given, com-
{>rehending a culpable want of care and vigilance in not keeping a good
ood-out; and,
" 3d. The difficulty of stopping a train when danger is perceived near'
at hand." «
With respect to the first cause the committee are of opinion, " that the
printed rules and regulations of this company, which have been brought
under the consideration of many other companies, and, as your committee
believe, constitute the basis and tenor of their respective regulations, are, on
the whole, well calculated to answer the purposes intended. One modifica-
tion seems desirable, viz : that the red light or the red flag should, in all
cases, and under all circumstances, be viewed as a warning against danger."*
As to the second point ; " the committee can only recommend great care
in the selection of active steady men in the first instance. Good wages, and
a considerate regard to their comforts so long as they do their duty ; accom-
panied by the strictest discipline, and by uniformly putting in force the pro-
visions of Lord Seymour's act in cases of any neglect of duty or disobedi-
ence of orders, hazarding the safety of life or property, although no loss of
either should take place."
" With respect to the third point under review, the difficulty of promptly
stopping trains when danger is perceived, the most efficient means hitherto
employed are immediately to reverse the engine, and put on the tender break: '
Qreat care should be taken by the engineers that the reversing gear is of
^40 On the Aimosphric System.
the most improved construction, not liable to get out of order, and which
cannot fail to act when the reversing lever is applied. * * With regard
to the numerous proposals of improvements and schemes for the prevention
of accidents by mechanical means, if that unceasing vigilance which cannot
be too strongly insisted upon on the part of the engine driver should be at
any time relaxed, those who have not been long conversant with the practi-
cal working of a railway can hardly be aware how many of them have
been long since, and under various forms, already tried, and found to be at-
tended with risks and inconveniences more than compensating for any sup-
posed advantage."
The committee strongly deprecate the idea of relieving the engineman
from " the responsibJe charge of his engine" by appointing a " conductor of
a higher standing and superior acquirements, whose special business it should
be to look out, and under whose orders the engineman should act.
" By introducing another man on the engine you have another pair of
eyes to look out ; but this advantage, if it be one, might be more than coun-
tervailed by the divided authority and responsibility which must inevitably
take place.
"Jealousy and disunion, it is to be feared, would frequently arise. These
would be destructive of confidence in their own resources to the men them-
selves, and fraught with danger lo the whole train. As to the necessity for
superior acquirements or professional skill, there is no evidence of a single
accident having occurred owing to the want of these qualifications. The
desiderata are constant vigilance and presence of mind in emergencies ; and
your committee are of opinion that no man, however professionally compe-
tent, ought to be trusted with the charge of an engine till he has served an
apprenticeship to the business, and has thus become familiar with the rapi-
dity of the locomotive engine and its consequent excitement, with its severe,
exposure to the weather, with the customs and practice of railway operations,
and with all the contingencies of locomotive transit regarding police regu-
lations, signals, etc."
Such are the only means recommended by the Liverpool and Manchester
railway committee, with a view to get rid of the dangers attendant on this
method of travelling; and we really believe that these gentlemen havesug-
gested all that can be done ; and if all railway accidents, or the greater num-
ber of them, were attributable to carelessness and neglect on the part of the
engine drivers, their suggestion would go far to remedy the evil. But here
we contend they are greatly mistaken ; the fault is in the system, not in the
men. It is quite true that the evidence produced at many of the inquests
puts beyond tloubt the fact, that the necessary signals have on those occa-
sions been made and must have been seen ; yet no attention appears to have
been paid, and the most disastrous consequences have been the inevitable re- *
suit. But does it follow that this inattention on the part of the conductor
has been the result o[ wilful neglect? Can it be for a moment believed that .
any man would thus rush headlong into danger, to the almost certain de-
struction of his own life, and the imminent hazard of those committed to his
care ? Common sense repudiates the thought. Nothing short of madness
could lead to such gross acts of crime and folly. Let us next consider the
circumstances under which these accidents occur, and it will be readily seen"
that they may be accounted for much more satisfactorily. Many altema*
tives'^must be rejected before having recourse to the insanity of the engine '
drivers for an explanation. It will be seen that the question to be discussed'^
is not, have the conductors the will to avert the calamities, but have they the '
FQWEK? — not whether we are to consider them as suicidal maniacs, but as
■VC'
On the Atmospheric Ssfstem. 9tl
the slaughtered victims of a murderous system. Let the impartial reader
judge.
Suppose our engine director fully understands the construction and man-
agement of his engine : suppose we can answer for his discretion, that he
never gets intoxicated, never gets fatigued, never falls asleep while on duty,
never leaves his engine while on the line, never "sits down on the seat.;"*
suppose him uninfluenced by the " excitement of rapid travellmg,"t or by
the '• severe exposure to the weather."^ Let us suppose that he can readily
attend to the working of his engine, and yet keep a good lookout ahead ;
that he retains his vision perfect under all circumstances ; that it is unim-
paired by moving rapidly through the air, and is not affected by the clouds
of ashes from the chimney. Let us suppose, moreover, that the atmosphere
(is always clear, that fogs never occur, or that they never prevent him dis-
tinguishing the color of a flag or lamp ; and, lastly, let us suppose that no
curves exist on the line, and that he is consequently enabled to see the signal
half a mile ahead of him. Now what is the time, under all these favorable
circumstances, allowed ta the conductor by the usual speed, to shut off the
steam, give the signal for the breaks to be applied, or, if necessary, reverse
his engine? One minute! But in addition to the above absurd supposi-
tions, we have presumed that the accident by which a train has been stopped
has taken place at a station, and that the danger is consequently known ; we
have presumed that, knowing this danger, the company's servants have
hoisted the red flag or lamp. But trains much more frequentJy break down
between stations, where they cannot be expected to be provided with signals:
we frequently hear of trains getting on the wrong line and meeting each
Other. How are they in such cases to be apprised of their danger ? If
they are enabled to see each other at half a mile, and recognize their dan-
gerous position, yet but half a minute must elapse before they come into
Qollision if unchecked? Is it p^sible that this short space of time can be
sufficient for the two engine drivers to think, act, and give their directions
for others to act ? And if so, can we be certain that the machinery by which
the engines are stopped is in proper order to obey these actions of its direc-
tor? It may be of "the most approved construction," and may have been
perfect on commencing the journey ; but does it follow that it is so at this
particular moment? It is well known that the cost of repairing locomotive
engines is about 60 per cent, of the fir.st cost ; is the reversing gear, are the
valves, breaks, the machinery, in short, now required to act, never among
these expensive repairs? Or are we to believe that the accidents by which
they are deranged always occur at the stations? No answer is required to
these questions. No one, we think, will presume to assert that these parts
are excepted from the fatalities which occur to the rest, or that they take
place while at rest. The precautions strongly insisted upon in the report
relative to this machinery prove that they have been called for. And now
we would ask, are we justified in attributing these melancholy occurrences
to the folly of the engine driver? Is it not sufficient to see his mutilated
corpse stretched before us, but we must accuse him of felo dt 5C, and refuse
his remains a christian burial, when an accident to the machinery (of the
occurrence of which the report indirectly admits the possibility) would at
once excuse him ? Charity, pity, all the better feelings of humanity, answer
in the affirmative.
It will be readily seen that the suppositions we have made in order to give
every possible advantage to this system are absurd, for we have assumed
. * One of the charges made against the unfortunate Simpson on the inquest.
■ ■ t Vide report. J Ibid. , .r
On the Atmospheric System. '
humanity to be perfect, materials indestructible, the atmosphere invariable,
curved lines straight ; yet this is not sufficient : we must still presume that
actions require no time for their performance, and that matter is deprived
of its vis inertia! Had we drawn any inference from the facts that' sad ex-
perience has afforded us to judge from, we should have concluded the dan-
ger to be entirely referable to the use of locomotives, huge masses moving
at a great and varying velocity, and over which the conductor has compa-
ratively no control. To render railway travelling safe, (a method of travel-
ling now so essential to the commercial prosperity of this country,) we must
begin by rejecting the locomotive, and substituting in its stead stationary
power.
If we have shown, as we hope "we have, dispassionately and fairly, that
so large a balance of safety is due to the atmospheric system, the large sa-
ving of human life and suffering that would result from its adoption ought
to be one of its best advocates for public patronage ; and in the same pro-
portion that it restored public confidence and appetite for railway travelling,
would it benefit the directors and proprietors. Every fatal accident, on
whichever railway it has occurred, has been followed by a sensible reduc-
tion in the traffic ; and this can be a matter of no surprise, when it is recol-
lected that the present traffic possessed by all railways was actually formed
by the increased facilities and inducements they held out to travellers over
turnpike roads ; remove these facilities, and the increased traffic will van-
ish. No railroad in existence could pay its expenses carrying only such
passengers as are actually obliged to travel, and therefore the best policy
of railway directors is to induce the public to use their lines by affording
them the fullest and best accommodation as regards safety, speed, cheap
fares and agreeable travelling. That railway which provides best for the
wants and wishes of the public will, and very properly so, become the most
patronised ; and it is scarcely too much to assert that a very large portion
of business will spring up and locate itself along such lines, while others
which may at present possess a large traffic will lose what they found to
their hand, if, neglecting this course, they lull themselves into the mistaken
notion that the monopoly they possess, not the convenience they afford, will
guarantee them an equal amount of business.
The first grand object in railway undertakings is to render them a per-
fectly secure mode of transit — a conveyance by which the most timid may
travel without hesitation, without a thought of fear, and of course without
an example of ill, arising from the badness of their workings, to refer to :
these great works, destined as they are to effect much good to all classes of
society, will never be, nor indeed deserve to be, looked upon as a permanent
benefit until they have arrived at this point. Precisely as a country flour-
ishes under a well regulated system of police and justice, where the liberty
and right of the subject are respected, so will railways flourish as human
life in their keeping becomes secure. The high roads of England became
more travelled over as the robbers that infested them fell into the hands of
justice ; and it is a matter of small importance to a person contemplating a
journey whether he have to fear falling a prey to the assassin's knife, or
losing his life from the collision of two railway trains. The possibility of
either would equally prevent the timid from travelling, and the courageous
from travelling more than necessity required.
To render Uie railway system perfectly secure is, then, the first object,
and to this end should those who have its prosperity at heart look well.
Humanity dictates it, and interest prompts it - and what greater inducements,
we would ask, need be urged % . . _
■^^.V-:
On iht Atmospheric System. 243
i-' Perhaps the next point, after having arrived at that degree of security re-
quired to satisfy the public, is to obtain that system of working which is the
most economical. A large portion of the British commercial public have,
with that enterprize which characterizes all their actions, embarked large
sums of money in establishing railway communications between most of
the principal towns in the kingdom. They saw the advantages that were
certain to result from such an improved communication, but they did not
know, indeed it would have been too much to have expected from them the
expense of making and maintaining this communication. They Only knew
what their eng^ineers told them. Their engineers' estimates in most cases
were considerably less than was found necessary for the work, and this,
added to the increased annual expense of working (above that originially
contemplated when most of the present lines were projected,) has placed
these undertakings in a very questionable light as commercial speculations
and permanent investments. If Ave show this to be the present position of
most railways, which we intend doing by reference to their own accounts,
we wish it to be understood that we do not from this circumstance draw a
conclusion that they cannot be made a lucrative investment. On the con-
trary, we are of opinion that they can : we think it has been clearly shown
that all their difficulties have arisen and are perpetuated by the use of an im-
proper system of working. So long as the locomotive system is adhered
to, a strict economy may in a small degree lessen the expenses, but no ma-
terial improvement can be hoped or obtained. To strike at the yoot of the
evil, the system must be abolished ; anything short of this will not be pro-
ductive of benefits on a sufficiently extensive scale to enable railways to
maintain their present position, and yield a return for the millions they have
cost A better instance of this fact can scarcely be needed than an inspec-
tion of the receipts and expenditure of those railways already in operation.
From the official weekly returns in the " Railway Times," we perceive
seventeen railways are in operation the whole of their length, and out of
the whole number only thrse are earning sufficient to pay their subscribers
more than common interest for their money. Of the remaining fourteen,
six are not taking as much for their gross receipts as the interest of their
capital embarked, iJidependent of working expenses ; and the receipts on
the remaining eight, after deducting the working expenses, do not leave £5
per cent, dividend for their subscribers.
Fifty millions sterling have been embarked in railway speculations, and
seventeen lines have come into full working activity, of which number only
three can show a return beyond common interest to the subscribers : it well
behoves capitalists to ascertain the cause of their disappointments, and to
seek to recover some of the golden harvests they were led to expect, and
which have melted away before their eyes like ice in the rays of the sun.
Anything short of perfect indifference to their own interest will force on
them the conclusion that they must no longer shut out the idea of improv-
ing, and listen only to the counsel and advice of those at present in their
confidence, whose interests are served by maintaining things as they now
are, and by clinging to preconceptions and prejudices as part and parcel of
their existence. When looking over the half yearly accounts of a railway
worked by locomotive power, common sense and observation cannot fail to
lead to the conclusion, that a very large portion of what would be profits is
absorbed by the nature of the power applied ; but although a cursory no-
tice of the accounts would prompt this conclusion, few would imagine, with-
out giving the matter very close attention, how great this portion is. Some
idea of it may be drawn from the following facts. Each train on railways
344 On the Atmospheric System. ■ j.
is drawn by an engine, the average weight of which is 20 tons ; therefore
20 tons carried with each train is perfectly useless. On the London and
Birmingham railway the lowest charge for goods is £2 per ton for the
whole 112 miles. Supposing, for the sake of argument, the expense of V
maintaining and working the locomotive department to remain unaltered, i*
but the engines to weigh nothing ; it is clear that the company would be
able to transport 20 tons more with each train for the same cost, or 16 tons
of profitable merchandize, after deducting one-fourth for the wagons, which
at £2 per ton would add to their revenue £30 per journey, or; with their
present number of trains, (12 each way daily) — £306,000 a year. No
doubt this fact will take many railway proprietors by surprise, who by a
natural course of reasoning will immediately seek to discover by what
means so large an amount, at present wasted, can be made to find its way
into their pockets. The means are obvious ; the waste is occasioned by
transporting useless weight ; remove the useless weight, and the objection
ceases of itself Before the introduction of the atmospheric system, it was
hopeless, by any known mechanical means, to effect this : every previous
opplication of power carried considerable useless weight with it. The at-
mospheric is entirely free from this objection ; and it was mainly from a
knowledge of the benefits that must result from this source that we have la-
bored so incessantly (and happily with ^uch success) to mature and bring it
before the public, for their consideration and approbation.
Such would be the effect of dismissing only the useless weight ; but add
to this the other advantage possessed by the atmospheric system, and the
London and Birmingham railway (notwithstanding its present large capital
sunk) would be enabled to carry passengers at 5s. each, and goods at 6s.
3d. per ton, the whole 112 miles, and share the same dividend as now.
The calculations from which this statement is adduced are shown as fol-
lows: viz.* ..-,;,..,._.-, ^-.^--Ti. f^v." ~ .- "■'.^-'■?-' ';
.-.j-i:^ ',..;• Per day. Peryeav'
2500 persons at 5s. each, - , ;. -* . - £ 626 t
5930 tons merchandize at 6s. Zd. per ton, - v^^^i; 1,863
,. £2,478— £805,360
" Expenses, viz: '
Coals, 38 stations X 600 lbs. per hour X 16 hours per K
day = 6867 tons per year at 10s. per ton, - - £ 3,434 : jy- ?• HI
76 engine drivers at £100 per year, - £7,600 '-^'r'^^ikk
76 stokers at £50 per year, - - - 3,800 "v-'^v >*i?^'
Repairs to engines, oil and tallow, at £70 '?f
eachx38, .... 2,660— 14,060 xi
Renewal of travelling apparatus, composition, charcoal,
etc., £100 per mile X 112, - - - 11,200 «^V -•"^4
Maintenance of way and attendance to main £300 per mile, 33,600 V
Police, coaching, wagons, etc., (as on locomotive lines), 80,604 t
General charges, (as on locomotive lines), w* i-' - 16,400 *
Parish rates, (as on locomotive lines), - - 14,400 "
Add 5 per cent, interest on £1,500,000, the total amount *
required to furnish the atmospheric apparatus on a -^
K- scale for transporting 9600 tons per day, - 76,000 — 247,698
Balance, £657,652
* This ectimate of traffic is of coarse much gteater than at present exists on the line, bnt consider-
ably less than the reduced prices would produce ; it is scarcely necessary to add, that at these ratM
any extent of traffic could be obtained in coals and iron alone, as it is less than a sea borne freight
fr»B Um Aortk.
On the Atmospheric System. 346
Per day. Per year.
By reference to the last general meeting of the London
and Birmingham railway company, (see " Railway * ;:
Times," 13th February, 1841.) the present receipts - :'
average per year, - ^ - ^^ > " - £810,000 - v. ,' .
And the present expenses, - v • • - • ,; j- 260,000 '-'■ ""-'■
Balance, - ^> -> •i,'v^;5ii^^^^ :w ~ £550,000
The present charges are, ^l;]vr f^S^-^f •: - ■ ■ -....y-^. ■-:■:'■.'
For passengers, (average), - ;•/",; • ' ' :. . • 25s. each.
Lowest charge for merchandize, -i - - '' - 40s. per ton.
We have already shown the expense of formation in railways to be
greatly influenced by a portion of the power employed being unavailable,
and that the road is levelled as a convenience for the propelling power, not
the traffic conveyed. We have also shown that the destruction to the road
is attributable to the weights and shocks of the engines, not of the trains ;
that the enormous expense of locomotive power and coke arises from the
bad application of power and the artificial means employed to work engines
at an unnatural speed. In other words, all the expenses have been traced
home to the use of locomotive engines, which have, from the opening of
railways for passenger traffic to the present day, been a source of continual •
annoyance and vexation ; breakage after breakage has occurred, and been
succeeded by increasing the weight and power of the machines ; this in turn
has led to the necessity of increasing the strength and stability of the rails
and foundatfons on which they travel, and increasing the strength of the
passenger carriages, to resist any shocks they may occasionally receive from
their ponderous neighbor ; until we have arrived at this conclusion, that on
an iron railroad, where the surface is by comparison smooth and the track
marked out, a carriage to convey eighteen passengers must weigh about 3
tons, while over a rough paved road an omnibus weighing only 1 ton will
perform the same amount of duty. Here are facts which must at once con-
vince every one that there are in the present system, radical defects to be
weeded out: if no remedy were suggested, it might be difficult for railway
companies to determine how to extricate themselves from their present po-
sition ; but under existing circumstances their position is by no means a dif-
ficult one. The atmospheric railway has been tested by actual operation at
the entire expense of the inventors and their friends. The public have not
been nsked to support it, or even encourage it, until it has been clearly
proved beyond all doubt to merit confidence from its general usefulness. It
has claims to notice both in a national and commercial point of view ; for
while it will afford the means of railway communication to second and third
rale towns by the small outlay necessary for the formation and working, it
will enable the proprietors of railway enterprizes already established or in
course of formation, to realize that return for their capital which they so
richly deserve, and which, under the present system, they so hopelessly
look for. ^ .. ;- r--*y-
^ jj The length of the foregoing treatise, prevents us from giving, as we pro-
mised and intended, in this number, the examination of Messrs. Gibbons,
Cubit, Brunei and Stephenson, before the committee of the house of com-
mons. We shall, however, continue the subject in our next, and at consid-
erable length, that it may be properly understood in this country, at least aft
far as it can be from the experience of those who have examined, studied I
and tested it. In giving thus fully the views of the patentees, and those
246
Georgia Railroad Report.
who have experimented upon it, we have but one object in view, and ihat is
to bring the matter fairly before the railroad community that it may be un-
derstood, and if found to possess advantages over the present system, adopt-
ed ; but if not, then let us stand by the " iron horse^^ which has already ac-
complished so much.
To succeed and come into general use, it has yet to overcome a powerful
opposition, not greater however, than the locomotive has already overcome ;
we therefore have no anxiety in relation to it, as there is likely to be a
thorough and probably fair trial of it on the Epsom road, after which,
opinion or theory will give place to fact, and the system will be either sus-
tained or exploded ; although we do not agree with the " North American"
that it has already " exploded" as there are quite as good opinions in its fa-
vor,— Mr. Cubit's, Mr. Brunei's and Mr. Gibbon's — as Mr. Stephenson's
against it, as we will show in our nexL
■:.-<\»...Lf
GEORGIA RAILROAD AND BANIKNG COMPANY.
We are indebted to J. E. Thompson, Esq.. chief engineer, for a copy of
their last report, giving a statement of their progress to April last, from
which we learn that the work is progressing steadily, but surely, to com-
pletion. In 1837 forty miles of this road was brought into use; in 1838
it was extended to 75 miles ; in 1839 to 88 miles ; in 1840 to 105 miles,
and in 1841 to 147^ miles. The total receipts for passengers and freight
are given as $1,233,887 00, its total expenses §528, 168 00 and its net pro-
fits $705,719 00. The rates were considerably reduced last year, and the
business increased nearly 33 per cent., and the net profits are nearly $10,000
greater for 1843 than for the previous year, thus showing in an eminent
degree, the correctness of the policy of putting the charges at rates which
will increase, rather than prevent or divert in other channels the business of
the region through which railroads pass. It is wQTlhy of remark, that
with an increase of business of over 30 per cent, in 1S43, the expenses of
the road were less by $9,246 than in 1842. The net pyofits exceed six per
cent, on the cost of the road, including its branches and machinery, which
is certainly encouraging to those interested, to push on the work as rapidly
as possible ; and it encourages us to look forward, with increasing confidence
to its connection with other interests and other roads, until it rests one foot
on the Mississippi and the other on the gulf of Mexico, with its outlet on
the Atlantic. -i^^
engineer's report.
To the Ho7i. John P King, president of the Georgia railroad and bank-
ing company.
Sir : — I have the pleasure to communicate to you the proceedings of this
department for the year ending on the 31si of March.
Active operations upon the extension were commenced between Madison
and Covington about fifteen months since. From the nature of the contracts
entered into, the work has necessarily progressed but slowly. Yet we have
every reason to believe, that the whole of the. grading and masonry then
contracted for — much of it quite heavy — will be finished by the first of July
I"
Georgia Railroad Report 247
__.. ■ _vj:> -..v:c ,..-.-, . . ..■;f.:;-.^v.;_ ..^,-.- .. _ ^ ...
next, except probably a rock section which may not be completed until Au-
gust In consequence of the uncertainty which rested over the extension
of our road, even to Covington, the wood work of the bridges, from its
perishable character, was not contracted for until the general letting in No-
vember last, at which time it was thought that if immediately commenced,
it could be finished as soon as the grading. The subsequent demand for
labor, and consequent rise in its price, has however, materially interfered
with the execution of the timber, con tracts, which together with the failure
of the Nisbet iron works to supply the bridge irons required, has greatly
retarded the progress of the work, and I fear, will prevent us from reaching
Covington as early as we had desired.
As soon as practicable after the means necessary for the continuation of
the road to the southeastern terminus of the State work had been obtained,
the grading and bridging of the whole line was placed under contract. The
work was let upon very favorable terms, but from causes already referred
to, it has not progressed with that spirit which we had expected. Since the
late decline in the staple of the country, labor has become more abundant,
and the work is now advancing with renewed vigor. From our present
prospects, it is believed that the whole line, with some immaterial exceptions
will be ready by the first of February next for the reception of the super-
strueture. While we cannot calculate with certainty the precise time we
shall reach Covington, yet we may safely place the completion of the entire
road to the State termmus at not later than September, 1845.
The following is a revised estimate of the cost of the road from Madison
to the southeast terminus of the Western and Atlantic railroad, a distance
of 67 ,\ miles.
Graduation, including culverts. :'-/' C
From Madison to Rutledge's, 8 8 miles, $26,500 00 ' • '' *^-' r^
« Rutledge's to Social Circle, 7-3 miles, 27,800 00 -V ■'"
" Social Circle to Covington, 104 miles, 87^400 00
" Covington to Holcomb's, 105 miles, 51,800 00 ':-^'"-..\Z.
" Holcomb's to Stone Mountain Depot, 150, 43,100 00
" Stone Mountain to Marthaville, 154 miles, 71,600 00— 308,200 00
Bridging.
Alcovy bridge and truss work, 1400 feet, 20,600 00 ; : ■
Cornish creek bridge, 610 '^ 4,900 00 ••^^^''•^
Wood's mill bridge, 470 " 4.700 00 i "i:^:;^^i-- ;
Dried Indian creek bridge, 900 " 4,600 00 ■ -
Turkey creek bridge, - ' 370 " 1,800 00 '■
Yellow river bridge and approaches, 490 '• 12,800 00
Sundry small railway and road bridges, 3,300 00— 52,700 00
Superstructure.
Mud sills for main line and turnouts, 69 miles, 20,700 00 ' . ' ' -
Cross ties " " " 28,900 00 - : ^- ^V •
Wooden rail or stringers, " « 29,800 00 z^;;^ .■>•-
Iron (exclusive of duty) at $45 per ton, " 185,000 00 - :•■
Cast iron chairs and washers, " 11,000 00
Screws, spikes and bolts, « 19,000 00
Laying superstructure and contingencies, " 48,000 00 — 342,400 00
Right of way, - - • 18,000 00 ..
Real estate to be retained for use of road, - 12,000 00 v-i^i^
Engineering, etc., - - - 33,000 00
Depots, wells, pumps, tanks and division houses, 18,000 00 — 81,000 00
Total cost of road,' ;.,-....:* $784,300 00
348 Georgia Railroad Report. I
Equal to $11,366 per mile for the length of single road, or $11,636 per
mile for the distance between Madison and Mavthaville ; which, if the
whole had been executed at the present low cash rates, could have been done
for about $1000 per mile less. # # #
The receipts of the road for this year, have exceeded those of last year
only $69 50, while the gross tonnage has been increased fully 33 per cent.
On the down freight, the receipts have fallen off $6,173 80, and the passage
money has increased $6,290 08 — the up freight remaining nearly station-
ary. It will be recollected, however, that we received last year about
$12,000 for the transportation of iron, spikes, etc., for the Western and At-
lantic railroad, which should not be counted in the general business of the
country. By deducting this amount from the receipts of that year, we have '
the increase of the receipts of this year, about equal to those of last year
over the year previous.
The reduction iu our rates was probably greater than succeeding cir-
cumstances have justified; especially as they have not been met by corres-
ponding concessions on the part of our neighbors on the other side of the
Savannah, except upon such articles as they are competitors with the steam-
boats for. But as there has been no diminution in our receipts, and not-
withstanding the increased tonnage transported, the expenses of the road
have fallen short of those of last year. We are not disposed, from these
causes, as well as a disinclination to frequent changes, to make any material
variation in our tariff
Having failed in our efforts to form a satisfactory ticket at a reduced rate,
for the travel going through from Baltimore to Montgomery, we have been
content to confine ourselves to a ticket from Montgomery to Charleston — be-
tween which points passengers are now carried in less than two and a half
days, for $26 50, by railroad and stages.
We have also, in conformity with a resolution of the board, carried out
the suggestion referred to in my report of last year, in relation to plan-
ters accompanying their produce to market at a reduced rate. The system,
as far as we can judge of ils effects, seems to have operated alike beneficial
to the company and planters, aijd is at least worthy of a longer trial.
The business of the road, and the expenses incurred in working it, during
the year ending on the. 31st ultiTno, are shown in the following summary
statement. The usual detailed statements of the several accounts, will be
found among the accompanying papers.
CR. rrt.^i'^ ■■■:':■ ^y^'v^'^'^^\^-'?ii^:
By amount received for passengers up - - - S'34,005 20
down - - - 31,G60 83
** '. " extra trips, extra baggage, negroes, etc. 3,664 86
,<« " freight up - - - 69,661 19 ^
. «« " " down - ,- - 78,400 26 |- V^'V •
" " " between stations - - 388 52 • ^'>
" " rents - - - - « 809 66
. •' « United Sutes mail - - - 29,246 97— 8i248,096 44
DR. ' .
For expenses of conducting transportation - " "•' $26,902 61 »*. '. j; i^r5X
". motive power - - - - 25,838 29 •'•-!(
•* " maintenance of way, - - - 38,156 97
" " " cars - - - 9,675 45—8.100,573 33
■ '- Leaving net profit - - - ^'^^m - $147,523 12
Over six per cent on the cost of the road, including the branches machi-
nery, etc.
The expenses of the road have, for reasons given in my last annual re-
port, fallen below those of last year. For the next year mainly from oppo-
site causes, they will be somewhat higher.
r
%
/ron 12e«cnttC Steamer. — Qaerp. 849
The efficiency of our motive power has been so materially increased,
Ihat although we have had a larger tonnage than usual, and had disposed
of one of our original stock of engines, we have still been able to do the
business with regularity, without calling into service two of the remaining
number. This improvement is mainly to be attributed to the alteration of
^. .the l^ennessee, to Messrs. Baldwin and Whitney's improved freight engine,
.referred to in a former communication. This engine having been the first
?of the kind made, we had to encounter the risk of a failure in some of the
■ details of its construction — the subsequent occurrence of which, as antici-
'■ pated, prevented us from deriving any benefit from the services of the ma-
^chine until last fall. We have since given it ample trial, and have become
', as fully satisfied with its practical performance, as we had previously been
.;'v with the principles upon which it was built. As soon as we had fully test-
'^'*d this machine, we ordered in accordance w^ith our original intention, a
..small engine of similar make, for the Athens branch, to be delivered this
spring. We are informed however, by the manufacturers, that upon put-
ting it together, its weight greatly exceeded our limits, and in consequence,
^we have been compelled to reject it, and wait until another can be completed.
The number of miles run by all our engines, during the year, is 153,125,
^irof which 87,200 miles was by the regular passenger trains, on the main
I line and Athens branch, carrying also some freight. The net amount of
{freight hauled by all the trains one mile, is about 1,300,000 tons, exclusive
of materials for the road. The expenses of the motive power department
are $25,838 24, or 16 -^q- cents per mile run by the engines. The repairs
I of the engines and tenders, and the cost of fuel, are each 3 -,^u- cents per
mile run. The whole expense of the road is 65J cents per mile run by
the trains. The cost of maintaining the road is, this year, $260 per mile
or nearly 25 cents per mile run by the trains.
> IRON REVENUE STEAMER ON LAKE ERIE.
* We have been politely furnished with the following statement in relation
to the iron revenue steamer on lake Erie, built by Messrs. Stillmam, Alien
; & Co., of this city, for the United States revenue service. Length of keel
,f 144 feet, breadth of beam 23 feet, depth of hold 12 feet ; keel 1 foot in depth
of ^ inch iron ; ribs or frame 4^ X f inch ; plating of bottom f inch. —
Rigged with three masts, having a pair of Capt. Hunter's submerged wheels.
Weight of iron about 125 tons. This ship was put up in the ship house
of Stillman, Allen & Co., taken down in sections of convenient size for ship-
iment, and sent to Buffalo, where she is now rapidly going on to completion.
She is one of four of the same class now building under the direction of
Capt. Wm. A. Howard. The engines for this vessel are being made at the
" Buffalo steam engine works," according to the direction of Capt. Hunter,
ubut of their capacity we are not informed.
-,, Jl3» Will the chief engineer of the Baltimore and Ohio railroad please
JJanswer the following enquiry ? .
June 26.
Mr. EnrroR : To decide a discussion, will you be so kind as to furnish a
reply to the following query, in the next number of your Journal, or when-
evier at is cMxyeni^ to ^mn or call up<^ a correspondent. weU iaSoj^oi of
■m
Delaware Breakwater.
the facts, for an answer? — What was the actual t^ost of the depot and cat
house at Baltimore ? I am anxious to get a certain estimate, and your at*
tention to this request will be considered a real favor. Respectfully your*8,
A Friend to Internal Improvement^'..-
DELAWARE BREAKWATER.
i;:
Major Bachc, United States engineer, says, in his report to the secretary
of war, dated October 15th, 1843,
" Since the session of 1837 and 1838, no appropriation has been made to
continue the construction of the Delaware breakwater, and the last stone
provided by that appropriation was deposited in 1839. * •
" The following table shows the number of days' shelter afforded to ves-
sels by the Delaware breakwater, from the 1st of September, 1833, to the
30th of September, 1843, inclusive — omitting the periods embraced betweeii
the 1st of July and the 17th of October, 1834 ; and the 4th of June, 1840,
and the 30th of April, 1841, (when no record was kept) ; and also omitting
vessels carrying stone, or otherwise connected with the work.
Years.
1833
Ships.
22
Brigs.
178
Schoon-
ers.
372
Sloops.
167
Pilot
boats.
127
TotaL
866
Remarks.
From Sept. 1st, inclusive.
1834
48
315
667
303
411
1,744
July 1st to October 17th, in-
, elusive, not recorded.
1835
133
569
1,719
461
644
3,526
1836
301
1,027
2,719
620
767
5,433
■ ;. "^ /._ . "' '-
'.;
1837
227
478
2,777
629
732
4,843
.' _ ,*'.:
1838
165
732
3,191
765
685
5,538
, ; •" ■"- ■ ■" ' ■ , /■■'
■•■.;;.v>>''''
1839
165
504
3,561
734
697
5,661
- • ■' ^ . ■'' "\.
." V ' ■-*'.
1840
172
279
1,909
308
371
3,039
To June 3d, inclusive.
1841
111
902
3,916
590
483
6,002
From May 1st, inclusive.
1842
107
1,060
5,335
802
794
8,098
1843
84
644
3,865
962
572
6,127
To Sept. 30th, inclusive.
1,535 6,688
30,031 6,341
6,283 50,878
Making a just allowance for the periods when no records were kept, it
may be safely said, that from its commencement to the present time, the har-
bor has given sixty thousand days' shelter. According to the record for the
last four years, twenty-two vessels on an average, had been lying in the har-
bor for each day. Sixty to seventy vessels are seen frequently lying in the
harbor at the same time, and on one occasion the number of vessels reached
as high as one hundred and eight. • * • *
" These works have not yet been completed to the extent of the design thus
briefly described. The breakwater is in a course of construction for 862
yards, and the ice breaker for 467 yards. In other respects, the design of
the harbor is necessarily incomplete. The entrances at the cape, and be-
tween the two works, are 780 yards, and 455 yards, respectively, instead
of 500 yards and 350 yards, as at first contemplated. It would thus appear
that on the one hand the breakwater proper is 338 yards, and the ice breaker
33 yards, less ; and on the other, that the entrance towards the sea is 280
yards, and that between the works 105 yards, greater than the plan called
for. In short, the lines of protection are less, and the entrances greater, by
the quantities just given, than were originally designed. • •
" It is believed that no plan has been devised to correct the evils in the
harbor caused by running ice. One is incideataily alluded to in the annual
.vl-i
Bear Mountain RAilroad. "\ 251
report of 1836, and the imperfection of it is cilearly demonstrated. Any
structure on the course of the current would not afford protection against
running ice ; and one of stone across the current would, by impeding it,
create shoals that would injure if not destroy the harbor. The great desi-
deratum is, to be able to obstruct the ice without obstructing the free course
of the current. In order to accomplish this result, the application of the
iron screw pile has been suggested in former reports These piles, it is con-
ceived, may be so combined as to constitute a complete barrier against the
passage of the floating ice, at the same time that the current is allowed to
flow in its accustomed course, and with the same velocity. It is, in all re-
spects, worthy of consideration, whether a fair experiment, conducted with
liberal means, ought not to be made, in order to ascertain clearly whether
the iron screw pile may not be successfully applied to this purpose. The
result, if favorable, would constitute an epoch in the construction of ice har-
bors, and would lead to kindred applications of much importance. It is
With a view to such an experiment, that an item for iron screw piles is in-
cluded in the estimate of the operations for the next season. In using such
piles in the formation of an ice harbor, they may either form a continuous
work, composed of rows in quincunx order, or constitute piers at certain in-
tervals, as may be deemed advisable, after proper investigations. Under
any form of combination, the piles should be braced horizontally, by bars
of iron, at low water and at the top, in order that the shock caused by the
ice may be sustained, not by one pile, but by numerous contiguous piles.
In adopting the work just described as a remedy for the defect in the harbor
of the Delaware breakwater, arising from running ice, it should commence
at the west end of the ice breaker, and extend towards the shore, on the
shortest line, until the required protection is gained."
-'" • -. •■ V • BEAR MOUNTAIN RAILROAD. " -^
This road penetrates one of the richest and most extensive anthracite coal
flelds in the State. The Bear valley coal basin, which will be immediately
opened by this road, comprises the southwestern termination of the great
coal field surrounding the town of Pottsvilie. This basin is about thirteen
miles in length, varying from two to three miles in breadth and the average
breast of the coal veins above water level in the two mountains forming the
sides of the basin, is over one thousand feet.
All the varieties of anthracite coal, red, white and grey ash, found in the
Pottsvilie region, are found here, and the quality is in every respect of the
most superior kind. ; <;' • v- -• ■■ \^: ; ;> i^v- - k^ix^-i^^.^^-fi'j'.:
Prof. Walter R. Johnson, in* his report on the Bear valley coal district,
states that this coal bears a stronger analogy to that of Yniscedwyn in
Wales, used in Crane's celebrated iron works, than any other anthracite
coal in Pennsylvania.
Iron ore also in abundance and of excellent quality, has been found inter-
vening the coal veins. The coal veins run lengthwise of the two moun-
tains throughout their whole extent, and dip in each mountain under the en-
closed valley, at an angle of about forty-five degrees. They are found al-
ternating with coal slates and large strata of sand stone and conglomerate
rock, interspersed with^ occasional layers of iron ore. The annexed dia-
,<
.;;*!
252
Bear Mountain Railroad.
i
gram exhibits a cross section of these mountains and the position of the
coal veins. ' " * "^ "
isa
The north, or Bear mountain is cut to its base
by Rausch creek, forming a gap, on each side of
which, all the veins can be opened ; and the south
or Big Lick mountain will be penetrated by the
railroad tunnel directly opposite Rausch gap, thus
opening all the veins in that mountain in the same
manner.
By this means every coal vein m the entire re-
gion will be opened in the most advantageous
manner for working. It is confidently believed
that no other coal region in the world is possessed
of equal advantages. ,'.. . ^, ..
The height of the mountains above the tunnel,
and above the grade line of the road in the gap, is
about eight hundred feet, consequently the breast of
coal in the veins outcropping at the summits of the
mountains is over eleven hundred feet. The tun-
nel will cut across at least fifty veins of good coal
varying in thickness from, four to thirty feet, and
besides these there are not less than thirty veins of
similar thickness in Rausch gap.
From this it will be perceived that even if the
whole supply of coal for the United States, was to
be obtained from this region for centuries to come,
it would not be necessary to mine below water level
and consequently the enormous outlaj'S for ma-
chinery, and constant expense necessary to raise
coal from below water level, will in this region be
entirely avoided. ;•*• .
The railroad tunnel through the southern coal
mountain will be about one and a half miles in
length, and of sufficient width for three tracks, the
centre track being intended for the use of locomo-
tives and through trains, and the side tracks for coal
cars only.
It will require about 750 lineal yards of this
i -^ .2 tunnel from the south end driven through solid rock
5-| s to reach the outside coal vein, and the remaining
-^bi^ distance will be through coal, coal slates, sandstones,
I. tf ° conglomprate and iron ore. It is intended to drive
^ :rj about 800 lineal yards of this tunnel by the time
S<2 -the road is ready for business, leaving the remain-
P§ ing portion of the tunnel to be driven after the road
1 "^r-^ goes into operation. The tunnel will be cut on a
' .S I grade descending towards the canal at the same rate
as the other portion of the road, viz. 17^ feet per mile, and when the tun-
nel is completed, the road will be extended on the same grade through
Rausch gap. ■^r* '
7ft
i;3
■s -3
i-J-t -^-t
a 2
\
^■».,v. *.
..:.i..l
Bear Mountain Railroad.
s:--^'i The form and dimensions of this tunnel are shown in the following sec-
tional drawing.
SECTION OF TUNNEL THROUGH BIG UCK MOUNTAIN.
-=-V^
From the termination of the road on the Pennsylvania canal at Dauphin
to tide water at Havre-de-Grace is eighty miles. The canal from Dauphin
, to Columbia is of the same capacity as the Erie canal, capable of passing
' boats of from seventy-five to eighty tons burthen, and the Tide Water canal
, from Columbia to Havre-de-Grace is of still greater capacity. Havre-de-
- Grace being at the head of Chesapeake bay, the Atlantic coast can be reach-
' ed from this place, more readily than from any other point where anthracite
coal is shipped, unless it be Delaware city, and to this point the coal can be
transported in the same boats used on the canal.
It is not the least recommendation of the Bear valley coal region, that it
, will have a very large home consumption, without coming into competition
with the coal from any other region, and as the Bear mountain railroad will
be the only means of transportation from these mines, it may perhaps escape
" the effects of " incendiary publications."
The coal from the Bear valley region will have the entire comrnand of
.- the trade south and west of the mines, including the cities of Lancaster,
■ Baltimore, Washington, the Boroughs of Harrisburg, Columbia, York,
Chambersburg, Carlisle, Hagerstown and the adjacent country, with its ex-
tensive iron and other manufaciuiing establishments and consequently must
have a certain trade of nearly 300,000 tons per annum, before coming into
competition with coal from other districts. When in addition to this we lake
into account its proximity to the seaboard, the favorable character of its av-
enues to market, and the low price at which it can be delivered in the At-
; iantic cities, there cannot be a doubt but that this coal basin and the railroad
leading to it will yet eclipse all their cotemporaries in the magnitude of their
'\ operations. Ira Spaulding, >^
Dauphin, Pa., July 1844, Chief Engineer, B. M. Railroad.
264 :> Utility of Wire Ropes.
"^ We published in our June number aletter from Ira Spaulding, Esq., chief '"^
engineer of this road, showing that a new route had been discovered far
more favorable than the one formerly contemplated through Lykins valley. '■'
It will be seen by reference to that letter, (page 171, June No.), that a sa--'
ving of 14 miles in distance will be effected, and that instead of from a level"
to a maximum grade of 36 feet per mile, they will now have a regular de- ''
scending grade of about 17 feet per mile from the heart of the coal veint '^
to the canal at Dauphin, eight miles above Harrisburg.
We now give a further account of this remarkable work, with illustra- •
tions, showing the position of the coal bed, and the manner in which it is |
perforated by the railroad tunnel, of a mile and a half in length, WhichT
passes through at least fifty veins of coal, of from four to thirty feet in thick- •^^'
ness, at a thousand feet below their outcropping, A position more favora-
ble for working, it would seem to us, could not have been devised by the •.
most ingenious and selfish man — as it may be led in shutes directly into the '
cars — and the road itself, having 17 feet fall, forms an ample drain to lead ."
off the water — thus avoiding the immense expense at many other collieries l?'
of raising the coal and draining the mines by steam power. *
We desire to make our acknowledgments to Messrs. Spaulding and "'^
Sickles for their remembrance of the Railroad Journal, in laying the merits t--
of their work before the public. Wfe hope to hear from them again soon ^
in relation to their progress.
UTILITY OF WIRE ROPES. ''
The following statement, from the London Mining Journal, in relation to.
the use of wire ropes for coal mines, may be useful to those in this country
requiring ropes for such purposes, or for inclined planes, as well as our "^
worthy friend, Mr. John A. Roebling, of Saxonburg, Pa., who is engaged '
in the manufacture, as will be seen by reference to the Journal of Novem-
ber last — therefore we transfer it to our pages.
" The question of the comparative strength of hemp and wire ropes used
in the ' winning' of coal, and, indeed, for every other purpose for which rope
is applicable, having been frequently discussed in our columns, we have v
pleasure in complying with the request of a correspondent, by inserting the ?
following communication, addressed to Mr. Newall, manufacturer of wire i; ■
rope, by so distinguished a colliery reviewer as Mr. Matthew Liddell, dated J;
from Benton Grange :
"'Dear Sir — I consider the followiii? information may be interesting, ■
and certainly goes far to establish conficrence in the equal security of flat
wire ropes with those made from hemp, when exposed to a sudden violent
strain ; which, it has been stated, would cause the former to snap, or break.
On Monday, last, when employed in drawing coals, the breaksman of the
engine, ^46 horse power) on which a pair of your flat wire ropes were put
in June last, neglected to check the engine on the approach of the cage and
tubs to the surface ; and, consequently, the engine continued at full speed,
(the rope moving about 120 fathoms a minute), until suddenly stopped by
the cage coming into violent contact with the pulley. The shock slightly -,
displaced the pulley frame, wi\en the rivets of the shackle which you attacn '
Miscellanea. j,-'"' .-._;■• 866
to the end ot the rope where the cage is hung on to it, were drawn through
the strands of the rope, and the cage and coals fell on the ' keeps' at the top
of the pit, which prevented their falling down the pit, so that the damage
done was trifling. I have since then had the wire rope examined, and, al-
though the strain on it must have been very great to stop the engine, yet it
does not appear to have sustained any injury, and is, apparently, as good as
when it was first put on. Matthew Liddell:
J »
SATJLT DE ST. MARIE CANAL, AND ST. JOSEPHS RAILROAD.
We have received, since our July number was put to press, a communi-
cation from the Hon. Mr. Woodbridge, of Michigan, in relation to the de-
feat of the bills before congress in aid of these important works, accompa-
nied with various documents of interest, in relation to the Canadian canals
and plank roads, together with the annual report of the board of internal
improvement, of Michigan, for which we desire to tender him our thanks.
We shall avail ourselves of their use, and then dispose of them in accor-
dance with his directions.
hunt's merchants' magazine. ^^^^.»i;> -f-.-.t
This popular and useful work was punctually on our table, and is, as
usual, filled with useful information for the business man ; and it should be
on the desk of every merchant in the Union, and be read attentively by
every clerk, as well as merchant.
parsons' locomotive expansive apparatus.
The following communication from Horatio Allen, Esq., copied from the
Franklin Journal, exposes one of the numerous piracies perpetrated by de-
signing knaves upon ingenious inventors.
" Sirs — The March number of the Journal of the Franklin Institute con-
tains a description of ' Parsons' locomotive expansive apparatus.' That
part of the arrangement which provides an adjustable cut-off, by the use of
two slide valves attached to the same rod, one by right handed, the other by
left handed, screws, and the mode, adjustment, etc., are precisely those for
which I obtained letters patent in August, 1841. The American Repertory
for December, 1841, contained apart of my specification and claim.
" The patent of Mr. Parsons is dated December, 1842, and vms enrolled
in June, 1843.
" The ' adjustable cut-off,' as my invention is named, has been adopted on
an engine lately put to work on the railroad from Jersey City to New Bruns-
wick, to one on the Long Island road, and to engines building for the Pat*
terson road, and for the Stonington road.
" I intend soon to send you accounts of the performance of these engines,
which have been very satisfactory, and shall also furnish a full description
of the combinations embraced in my patent. Yours respectfully,
" New York, May 14, 1844. Horatio Allen."
Modt of Folating Large Stones for Building Sea Walls in Deep Wa-
ter.— At the meeting of the institute of civil engineers of the 12th March,
Mr. Bremner read a paper describing the casks used for floating the large
stones for securing the foot of the sea wall of Banff" harbor, which had failwL
The casks were strongly built of fir staves, hooped externally with iron, and
supported inside by radiating bars like the spokes of a wheel. Two of
256 V, MUcetldiiia
these casks, of 445 cubic feet capacity each, were use to convey stones of 30
tons weight, by passing two chain cables, which were wound round them,
through the eyes of the lewises, which were fixed in the stone at low water,
at which time the chains being hauled down tight, when the tide flowed, the
buoyancy of the casks floated the stones, and they were towed by a boat
over the place where the stone was intended to be deposited. The lashing
being then cut away, the stone fell into its seat. This method was found to
succeed in weather that Avould have destroyed any crane barges ; and the
works of Banff" harbor were thus secured from further degradation, and
were subsequently restored at a comparatively small cost.
Mode of making Looking-glassea, Mirrors, etc., without Mercurjf.-^A. .
correspondent (J. B. N.) sends us the following particulars of a process by which looking
glasses, etc. may be silvered in the most effectual way without the use of mercury ; he has
done several ; " the most splendid mirrors imaginable." The following is his account of
the process : — " Take a little nitrate of silver ; add carefully liquid ammonia till the preci-
pitate formed is nearly all dissolved, but not fully ; add a little of this to a mixture of al-
cohol and oil of cassia ; the piece of glass to be silvered is laid flat, with a ledging tied
round of pipe clay or the like, exactly as if a mould were to be taken ; upon the fr|ass
pour the above named mixture till it has a depth of between a q uarter and half an inch ;
then drop here and there upon this a mixture of oil of cloves and alcohol ; a violent action
takes place whore the drops fall ; this rapidly spreads, and the whole surface, in the course
of from a quarter to half an hour, appears brown ; the liquid is now poured off, and a
layer of silver is found reduced upon the surface of the glass, forming a complete and
beautiful mirror ready to be framed. The chemical action is no doubt the formation of
aldehyde which reduces the silver. This process has recently been made the subject of a
patent, for which, I am told, the firm of Rothschild has offered £100,000 for the purpose
of suppressing the discovery, as it may affect the valuable monopoly in mercury poss^sed
by that house. The offer has been refused. The name of the patentee, I am informed,
is Durant, of Brighton." The process of silvering by means of aldehyde was exhibited
two years ago at the Glasgow Philosophical Society, by Dr. Stenhouse.
Scaffolding. — Two papers on this subject were read at the same meeting
of the Institution. The first paper was read by Mr. T. Grissell, in which the author de-
scribed the scaffolding first used by Mr. Cubitt for the erection of the facade of the Bir-
mingham railway station, and which had since been adopted for other works with com-
plete success. It was stated to be composed of sills, uprights, cross-heads, longitudinal
timbers, braces and struts, all of whole tunber. The upright timbers were slightly turned
into the horizontal timbers with junctions secured by iron dogs, driven into the timbers
diagonally across the joints, which were preferable to bolts and spikes, inasmuch as they
coiud be easily withdrawn, and the timber was not injured. The next paper on the sub-
ject was by M. Pierre Joumet, whose scaffolding was stated to consist of a simple com-
bination of a number of brackets, fixed at regular distances of about five feet apart verti-
cally, upon girdles of chains and screws,'l)raml tight round the column under repair : upon
these brackets the platforms were laid, and as the workmen proceeded upwards, the lower
brackets were alternately raised to the platforms above, where the workmen stood. The
progress thus made in forming, and in taking down a scaffold, was stated to be very rapid,
with corresponding economy of time and expense ; no poles or cords were used and no
waste of material occurred. By these means the -obelisk of Luxor, at Paris, was repaired
in a, very short time and at a very small cost. The machine for raising building materials
consisted of an endless chain of square open links, the lower end revolving around a dri-
ven wheel, and the upper end around a corresponding wheel, fixed upon a scaffold, at the
height of the building. The hods, buckets and baskets were each furnished with a hook
by which they were suspended on the rising side of the chain, and when they arrived at the
necessary height they were taken off by laborers, and carried to the spot where the mate-
rials were to be used ; when empty they were hung upc»i the descending side of the chun
and lowered to be again filled.
CONTENTS:
Page- If^Vt-
Atmocpheric railway, 226<De]aware breakwater,
Qtbrgia railroad report, 246
Iron revmae >t«amei on lakf Bii«> 249
Bear Mountain railroM} SM
UtUitT of wire rop«% '^V.i-'- ""
'""■''''"' ^^^■•^- >-: ^ , •• AMERICAN ''^:::Qa -:
* RAILROAD JOURNAL,
>; - MECHANICS' MAGAZINE.
PttblMbed Monthly at 23 Chamber».$t. New York, ? S « ir vncnn uj .
at 92 a-year, in advance, or 3 copies for «6. J | D. K. MINOR, Editor.
'T^i^^L'- i >' SEPTEMBER, 1844. V T'^^xW:^
"'L;> ;:■-■; THE ATMOSPHERIC RAILWAY.
Evidence given before a Committee of the House of Commons. ;- . ■
Mr. B.irry Gibbons, engineer of the Dublin and Kingstown railway, ex-
amined : Trains propelled on the atmospheric principle started and stepped
more easily, and with less loss of time, than those with locomotive power.
The atmospheric principle on the Dalkey line, compared with the expense
of other lines, as to haulage, was much cheaper than the locomotive. The
maintenance of way was less favorable in a newly opened line than on an
old one. Taking the cost of haulage on the locomotive line of the Dubliu
and Kingstown, according to the published accounts of the company, the
cost of locomotive power on that line was 10 Q-lOd. per train per mile.
The maintenance of way was 3 1-lOd making a total of I4<i. The cost
of moving power on the atmospheric principle was 7 \-\0d. and the main-
tenance of way 1 3-10<2. Could distinguish the wear and tear o( rails on
a locomotive line in the space of six weeks. In the estimate of \Ad. there
was an allowance made for wear and tear of rails. In the atmospheric
there was no parallel allowance for the pipe. Believed, though there were
great curves on the line, that there was no wear and tear of the pipe, and
DO centrifugal friction. The wear and tear of the pipe would not require
an expenditure for fifty years. It became perfectly polished inside, owing
to the tallow. In going round sharp curves on a locomotive line, the inside
of the rail is worn away by the flange of the wheel. Did not make any
allowance in the estimate for wear and tear of rails on an atmospheric line,
because it was inappreciable. In the item for haulage, witness debitted
wear and tear to the atmospheric railway, which would take place in the
stationary engines, and included coals consumed, wear of machinery, and
persons employed in the engine house. The cost of coals was 1/. 4s. %d.
per day ; wages 12s. ; wear and tear, oil. etc. 6s. If the Dalkey line were
longer, the expense would be less Had laid out an extension of it to Bray,
six miles, and an engine would work at both places. There would be
more consumption of coal, but at less per train per mile. Paid Messrs. Sa-
muda for the construction of the line, and their estimate was not exceeded
by \d. Their promises as to load carried, and velocity attained, had been
perfectly accomplished. They entered into a contract to carry trains of ^6
tons at 30 miles an hour, and had performed it at double that rate. The
Dublin and Kingstown was a very cheap line, and the low fares had in-
258 On the Atmospheric System.
creased the passengers enormously. The trains had been increased from
time to time, and there had been a corresponding number of passengers. It
induced a system of country residence. They estimated that every new
house built in the neighborhood of a station was 20/. added to the annual
receipts. There were four stations on the six miles. The fares were 1».,
8rf., and (id., but there was a reduction to families of 5, 10 and 20 per cent.
The average fare was something under Id. The fares on the Dalkey were
Hd. and 3^. They would pay at that. The company received 45/. on last
Sunday, which would represent 4500 persons. The increase in traffic on
the Kingstown railway was not so much to be attributed to reduction of
fares as to the frequency of the trains. The coals consumed by the engine
on the atmospheric line were 35 cwL per day, which would keep it work-
ing from 8 A. M. to 6 P. M. at intervals. Witness reckoned a daily mile-
age allowance for wear and tear of piston of 4rf. per day. *One set of pis-
ton leathers, costing 16i , worked a fortnight. The rails on the atmospher-
*ic line were 521b. per yard weight. Had examined the pipe, and could find
no lateral pressure made by the tube on the piston. The straightforward
movement of the piston counteracted the centrifugal force of the curve ; but
witness did not think that the piston had ever been brought into operation to
prevent the carriages going off the line. If it had ever exerted such a force
there would have been some indication of it on the pipe. The atmospheric
carriagos were 15 cvvt., or a ton light^^an the locomotive. Witness's es-
timate for maintenance on the locomotive line was for a double, the estimate
for the atmospheric for only a singl^ line. Had made the experiment of
stopping the trains almost instantaneously, and had brought up a train to a
dead rest, travelling at 40 miles an hour, within 220 yards. There were 7
carriages, and 78 persons in them. The weight of the rails on the Kings-
town and those on the Dalkey was precisely the same. The calculation
given by witness of 7«/. for haulage on the atmospheric, was only for one
way. If worked backwards and forwards as a locomotive, it would be i4d. ;
but the trains came back by their own gravity, and therefore cost nothing.
Were the line on a level, the cost would have to be doubled.
Mr. I. K. Brunei, C. E., examined : Had been consulted on the expedi-
ency of working the proposed Croydon and Epsom on the atmospheric sys-
tem, and had considered its application thereto very fully. Thought that
the adoption of the atmospheric plan was well adapted for the working of
the proposed line. Taking all things into consideration, the trains could be
conveyed in a shorter time by it than by the ordinary locomotive engine,
and with greater frequency. Where the trains were not very numerous,
could understand that the working expenses would be less by locomotive
power than by a fixed engine. In a great number of cases it would be the
reverse ; the working expenses would be reduced by the atmospheric prin-
ciple, assuming that a great many trains would run. The prevailing gra-
- dients on the Epsom line were 1 in 100, which he thought applicable to a
line with a view to economy in working. The diagrams of Mr. Samuda,
as to the manner of working the trains might be worked with frequency
: and safety. There was a point where expensive locomotive power would
"' become more economical than stationary power, if the number of trains
were very much reduced. Thought that the atmospheric train oould be
propelled much faster than is done at present. Had no reason to doubt but
^ that trains might go at a speed of 50 and 60 miles an hour. Had gone at
' 60 on a locomotive, and thought a train might go easier and at a higher
rale by the atmospheric than by the locomotive engine. It had greater
speed than the locomotivet It possessed the advantage over the latter of
On the Atmosj^rie System. '■■: 869
■terting at once into a state of motion from a state of rest. This was a
great advantage where there were many stations, as contemplated in the
£psom line. On the Great Western they found that it was six to eight
miles from the station before they got into a good maximum rate of running ;
therefore it was only on a long distance from London to Slough that they
did attain their full velocity. With respect to the atmospheric attaining a
velocity of 50 miles an hour, it would depend entirely on the power, the
size of the pipe, and the degree of vacuum. Did not see any difficulty in
their getting it at the end of 2^ or 3 miles. Had no doubt but that if they
chose to put on the power, they might obtain it at 1 mile or ] i- When
witness saw the line at Dalkey, it was not laid in a manner which admitted
of a very high velocity. Did not think it safe when he made the experi-
ments to go higher than 40 miles. The derangement of the rails, and the
difficulty of keeping the railway in perfect order, arose from the weight of
the locomotive engines, and the mode of working them on the rails. Wit-
ness's object in making the experiments at Dalkey was to satisfy his own
mind, with a view to govern him in advising others. The results of these
experiments were, that he found they could attain a high velocity on the
line in a short time, so as even to attain the rate of 50 miles an hour.
Found that the mechanical part of the apparatus and valve was even then
in a good working condition, and saw enough to satisfy his mind that it
could be rendered still more perfect. Found that a weight was moved at a
good velocity of 22 miles an hour — a weight fully as great as that due to
the free effect of the vacuum in the piston. Satisfied himself that there was
no amount of friction or leakage round the piston, nor other mechanical de-
fects, which would prevent getting the full effect of the vacuum. Was con-
firmed in the opinion that a mechanical contrivance of that sort could be
worked, so as to produce that effect at a less cost than the ordinary mode of
applying power by a locomotive. Had in consequence of these experiments
advised the promoters of the Croydon and Epsom to adopt the atmospheric.
Had no doubt that an atmospheric railway might be made more comfortable
to passengers than a locomotive, which was one of the great advantages to
be derived from it. Thought that the rails might be kept in much more
perfect order than with locomotive carriages ; and that carriages might be
constructed in a totally different manner from those now in use. The mo-
tion would be smooth and noiseless. There was also the absence of coke
dust from the chimney. With respect to the expeiiiments of stopping trains,
thought that on a railway worked by stationary power, whether atmospher-
ic or other, the power of stopping was greater than it was on a locomotive
line. The power to be overcome in stopping a train arose, not from the
power of friction, but from the momentum of the train, which, at 40 miles
an hour, would be 10 or 15 times as great as the power of traction that
could be produced for a distance of 250 yards ; and therefore in stopping a
train at a short distance of 250 yards, what they had to think of was the
momentum of the train. Did not think that the reversing of the engine at
all equalled the advantage that might be derived from breaks or slides, such
. as those Mr. Cubitt spoke of on carriages on the atmospheric line. The
reversal of an engine for stopping a train did not produce so much effect as
might be supposed. On the Great Western they never reversed ; but the
break in the tender stopped the train at high velocities. Had calculated the
power of the engine at Dalkey. In a commercial point of view, Mr. Sa-
muda's mode of calculating was correct The power on the atmospheric
railway had a facility for adapting itself to the load. That was a great ad-
vantage. Where the gradients were steep they could apply more power.
260 On the AtfuPfpi^nc^iSjtf tent. t
Assuming even that the pipe was not of the same size everywhere, at one
small steep part of the line they might work a vacuum up to 18 or 20
inches of mercury, which would not be so economical as working it at 14
or 16 inches. Still, for a short part of the line, they could do so ; whereas
on the rest of the line they might work at the more economical pressure of
14 to 16 inches of mercury. With respect to the variation of the work,
according to the variation in the weight of the train, of course any engine
working expansively, and well constructed, would adapt itself to the weight
of the train ; and the cost of working the engine would be somewhat pro-
portional to the weight. Was so satisfied of the advantage of the atmos-
pheric, that he had proposed to adopt it on the line (26 miles) he was now
surveying from Croydon to Chatham. An advantage of the atmospheric
was, that when a train stopped at the station, the power for propelling was
accumulating in the pipe, so as to bring the train more rapidly into motion
from the state of rest. Witness's preference of the atmospheric was limited
to cases where the passage of trains was required to be frequent. Had no
hesitation in saying, that if the two lines now before the committee were to
be worked by locomotive power, the Southwestern would be the cheapest
and safest; but if the atmospheric were applied, it could be done cheaper
by the Croydon and Epsom. Had no doubt but that the atmospheric upon
a single line, where everything was adapted to it, was much safer than a lo-
comotive on a single line with double power. The atmospheric might be
so managed that no carelessness could produce a collision ; but it was im-
possible on a locomotive line to prevent one train catching or meeting
another. Thought that the leakage could safely be neglected. Did not
think that any experiments which had yet been made would enable a correct
calculation to be made of the amount of power required to overcome the
leakage. He spoke guardedly and carefully, inasmuch as he was express-
ing an opinion adverse to that of his friend, Mr. R. Stephenson, whose re-
port he had seen. Thought there was no difficulty in constructing car-
riages in the manner stated by Mr. Cubitt, by bringing them at once on
slides or sledges, or by locking all the wheels of one entire train, which,
now that they used steel tires, he should not be afraid of doing. Thought
there would be no difficulty at all in keeping the atmospheric railway in
such good order that the carriages might be better constructed and connect-
ed one with another, so that the break might be made to act in the whole at
once. There had lately been introduced a new mode of valve-gearing,
which facilitated the adapuition of engines to the load. The practical effect
of the expansive gear was rather to put larger cylinders on the engine, and
to work economically, than to vary the power much, because the variation
of power between shutting off the steam was not very great. The, sole ob-
ject of this improvement was, by the use of a rather larger cylinder than
was necessary to enable the steam to be used expansively, and thereby ob-
tain economy of fuel. Was among the first to use the expansive gear on
the Great Western, but had no such object as the saving of steam in goinw
down an incline, in order to reserve it for use in going up an incline. Had
advised a line between Chatham and Croydon to be laid down on that prin-
ciple, and also between Genoa and Turin, which was over a steep part of
the Apennines. Witness wished to be allowed to explain himself more
particularly on one point, as he was now giving an opinion professionally,
and more pssrticularly as a report had just been published by an eminent —
probably the most eminent — man in his own profession, in which a strong
opinion was expressed on all these points diametrically opposite to those
which he entertained. He sWld vrjsh it to be understood that he was not
*
%
On the Atmospheric System. 361
carelessly giving any opinion now without recollecting that circumstance,
and he should, in his own vindication, repeat the object of his making the
experiments at Dalkey, and also say, with sentiments of much respect for
Mr. Robert Stephenson, that he still thought it possible to form a more cor-
rect opinion on this particular case by a general practical view of the work-
ing of the Dalkey line, and of the modiHcations of which it was susceptible
when applied to longer lines, than by the very minute calculations and mi-
nute experiments recited in Mr. Stephenson's report. In the first place, the
Dalkey line was too short, and, he must say, loo badly constructed, owing
to local difficulties, to allow either velocity to be attained or the train to be
worked, with ordinary average resistance. Believed that resistance upon
that line was much greater than it was on a good railway, and that there
were sources of great loss of power in the connecting pipe and other parts
which, according to his opinion as a mechanical man, might be easily re-
medied and overcome. • •• T ^i; '^ .; -t v-'tv
Mr. R. Stephenson's objections will be found sul)stantlally in the follow-
ing extracts from his report, for which, as well as for the preceding abstract
we are indebted to the Railway Chronicle.
,*' My first impression was that much higher velocities were attainable by
the atmospheric system than had yet been accomplished by locomotive en-
gines; but a very careful reflection upon all the circumstances which the
last series of experiments developed and, the detailed calculations which
have been made upon them, has led me to alter that impression. I am ful-
ly aware that the calculations which have been given do not absolutely put
a limit to the speed, and that the investigation may resolve itself merely
into a question of power, and consequently into one of expense ; to a cer-
tain extent, this is the case, but an inquiry of this kind, which is as essen-
tially commercial as scientific, is one in which pecuniary limits must con-
tinually present themselves, and not unfrequently prove more formidable
than those of a mechanical nature. In pursuing my calculations, therefore
I have felt that it was imperative to determine with some accuracy the pro-
bable additional power which it would be necessary to reckon upon, beyond
that which has been employed at Kingstown ; and I am convinced the in-
crease which has been stated as requisite to attain the assumed velocity of
60 miles per hour is rather under than over estimated ; and this single ex-
ample, based as it is entirely upon experimental data, is sufficient, in my
opinion, to demonstrate conclusively, that any velocity beyond that which
is now frequently attained upon railways, must be attended with a most m-
ordinate waste of power. I have already contrasted the actual velocities of
the trains with those which would be indicated by theory, and have shown
that the loss of velocity arises solely from the leakage of the apparatus,
and that as the rarefaction is increased this content of leakage becomes aug-
mented, while the pump is only capable of exhausting a constant content
of air without reference to the density. This i-eads us to the conclu-
sion that when the barometer rises to \jithin n few inches of its utmost
height, the expansion of the air leaking into the apparatus must become
fully equal to the total capacity of the pump, and no advance of the tube
piston can be effected. The case occurs on the Kingstov^n and Etelkey
railway, with a height of barometer of 25^ inches, which is the maximum
height that can be attained in the entire length of the vacuum tube ; arid
therefore a train requiring this height of barometer could not be started if
the air pump did not exceed its uniform rate, although the engine would be
working at almost its greatest power. This conclusion, which is unques-
■^■^■i-
On the Atmospheric System. !
tionably correct, points out the improvident expenditure of power wlien t
high degree of rarefaction is required."
Having thus removed the great claim made by the inventors to the ex-
clusive enjoyment of high velocities, Mr. Stephenson next proceeds to com-
pare the work actually done by the atmospheric system on the Dalkey line
with the work actually done by stationary power and rope system, as now
in use at Camden-town. The comparison is fair, in this respect, that thd
Camden-tovvn incline is 1 in 106, and the Dalkey incline is 1 in 115 be-
ing in favor of the atmospheric ; only there are sharp curves on the lat-
ter, which do not exist on the former. The results of the comparison may
be arranged under several heads, as follows : —
1. Loss of power by rope and atmospheric tube : —
" In proceeding to compare with these the results of the experiments on
the atmospheric railway, it is my object to select a case in each, which shall
present the closest analogy in the amount of their resistances and velocity.
The 4th train in table No. VII, and the 18th in table No. V, correspond
very closely in these particulars, the total resistance of the former, including
the friction, gravity, and resistance of atmosphere, being equal to 102 horses'
power, and of the latter, 100 horses' power, and the respective velocities
being 20 and 18 miles per hour. The loss of power from the working of
the rope in the former case is equal to 30 per cent, of the total, while the
loss in the latter, arising from raising the vacuum, leakage, and imperfec-
tions of the apparatus, amounts to 74 per cent, of the total power. In order
however, to institute a correct comparison between these two cases, the total
power in the former must be increased in the proportion of the mean to the
maximum velocity, which in this instance is ascertained, from experiment*
made, to add 37 horses' power to the total, and the comparison stands thus :
the loss of power on the Euston incline amounts to 45 per cent., while that
on the Kingstown and Dalkey railway is 74 per cent. The result is ob-
tained with a train which represents the average working of the Euston in-
cline ; it is therefore evident that in this particular instance the rope is very
considerably more economical than the atmospheric system. If we assume
other weights of train, we shall perceive, that as they become lighter the
proportion of loss by the atmospheric apparatus will be diminished on ac-
count of the reduction in the efTect of leakage accompanying the reduction
in pressure, but the proportion of loss by the rope will be increased, as the
Eower required to work the rope itself is the same with a light as with a
eavy train ; Avhile on the other hand, with heavier trains the proportion
of loss by the rope will be diminished, and that by the atmospheric system
greatly augmented, from the increased effect of the leakage, and the addi-
tional power required to raise the vacuum to a greater height."
2. Consumption of fuel by the rope system and the tube system com-'
pared : —
" This I am enabled to accomplish from the observation of a fortnight's
working of the Euston incline, and from an experiment on the Kingstown
and Dalkey railway, in which tffe number of trains, the exact weight of
each, and the consumption of fuel, was ascertained during an eutire day.
The result of the former was, that 13 trains averaging 41 tons each, the
mean resistance of which amounted to 1590 lb., were drawn up the incline
of 091 mile length, at a mean velocity of about 17 miles per hour, in one
day of 15 hours, with a consumption of 30 cwt. of coal ; and the result of
the latter was that 10 trains averaging 44 tons each, the mean resistance of ■
which amounted to 1205 lb., were drawn up the incline of 122 milee
if-i ^1 •I'li-arfM >'A>i-^ iih ^^i-^ightijihi?'
On tht Atmospheric System. J563
length, at a mean velocity of about 14 miles per hour, in one day of eight
hours, with a consumption of 29 cwt. of coal. The consumption of coal
per mile of the trains in these two cases amounts to 284 lb. on the Euston
incline, and 266 lb. at Kingstown ; and dividing these by their respective
amounts of friction and gravity, we obtain the comparative consumption per
lb. of tractive force as 18 lb. in the former case, and 21 lb. in the latter."
N 3. Power of overcoming bad gradients : —
*4 " If we take some of the trains which are dra^vn up the Euston incline,
amounting to fully 100 tons weight, we shall find that the total resistance
exceeds the capacity of the tube which is employed at Kingstown, namely,
15 inches diameter ; for supposing the pressure to be equal to 22 inches
height of the barometer, or 11 lb. per square inch, the train just named
upon the gradient of 1 in 75, which is near the upper end of the Eu?ton
incline, and continues for about one-third of its length, would offer a resist-
ance, at a velocity of 17 miles per hour, of about 4,500 lb., and would
therefore require a tube of 23 inches diameter. Such an increase of tube,
it must be observed, immediately implied a great reduction of velocity with
the atmospheric system, or an increased size of air pump, involving a cor-
responding increase of power, because the ratio between the areas of the
air pump and vacuum tube is affected ; and it has been clearly shown that,
working at a high vacuum in a small tube, or increasing the size of the
tube and lowering the vacuum, if the same amount of power be employed,
involves equally the sacrifice of velocity. Here we perceive a decided
proof, that what is termed good gradients is not a matter of indifference to
the atmospheric system, and that we shall not be justified in attributing to it
the power of economising the construction of railways to any considerable
extent, by avoiding the necessity of levelling the face of the country."
The comparison with the locomotive, even in duty alone, is also of a kind
unfavorable to it, keeping out of view altogether the peculiar disadvantages
of stationary as compared with locomotive power. The result is rs follows:
" If we convert the loads moved in the experiments into equivalent loads
on a level, we shall then find that in no case they exceed the duty which is
being daily performed by locomotive engines. Thus, taking experiment
No. 4, the load being 26 5 tons, the resistance per ton upon an incline of 1
in 1 15, at a velocity of 34 7 miles per hour, estimating the resistance of the
atmosphere according to Lardner's experiments previously referred to, will
stand thus — gravity, 20 lb. per ton ; friction, 10 lb. ; atmosphere, 20 lb. :
total resistance, 50 lb. per ton. And the resistance upon a level will be —
friction, 10 lb. per ton ; atmosphere, 20 lb. : total resistance, 30 lb. per ton.
Therefore this train of 26 5 tons, on the incline of 1 in 115, will be equiv-
alent to 44 tons upon a level, at the same speed of 347 miles per hour.
This duty, which is indisputably the utmost given by the experiments at
Kingstown, is much exceeded daily on many lines of railway in this coun-
try, and especially by the Great Western, and Northern and Eastera
Throughout the experiments, it will be seen that the duty performed by the
Kingstown and Dalkey engine, when reduced to an equivalent level, falls
short of the daily performance of locomotive engines on our principal lines
of railway, both as regards speed and load."
The conclusion of the whole matter, considered as a purely mechanical
question, is given in the following sentences : —
" On a long series of bad gradients, extending over several miles, where
the kind of traffic is such that it is essential to avoid intermediate stoppages,
the atmospheric system would be the most expedient. If, however, inter-
mediate stoppages are not objectionable, as is the case in the conveyance of
iMM On the Atmospkerie System. |
heavy goods and mineral trains on the railways in the neighborhood of
Newcastle-upon-Tyne, the application of the rope is preferable to the atmos*
pheric system. This conclusion I conceive to be fully established by the
comparison which has been made between the Kingstown and Euston in-
clines. Again, on lines of railway where moderate gradients are attaina-
ble at a reasonable expense, the locomotive engine is decidedly superior, both
as regards power and speed, to any results developed or iikei'y to be de>
veloped by the atmospheric system. In considering these last, as well as
all the preceding calculations and remarks, it must be borne in mind that
they have reference solely to the question of power, and are entirely inde-
pendent of the question of expense or convenience : the next step in the in-
quiry will therefore be, the expense of constructing the lines on each system
and the probable cost of working."
Hitherto the question has been treated wholly as one respecting the value
of a given mechanical means of transmitting power.
There remain to be considered the questions of co5< And convenience;
and here, as well as throughout the whole line of argument, there will be
observed a close analogy between the results and reasonings of Mr. Steph-
enson's report and those in pp. 102, 103 of our last, already referred to.
The inventors of this system, in vaunting its excellence, rely much on
the supposed advantage of being able to work with single lines. This Mr.
S. completely refutes: he proves the necessitj', not only of two lines, but of
duplicate engines. This raises the cost of the atmospheric to £ll,0iOO per
mile ; so that on such a line as the London and Birmingham, the total cost,
in all items, for locomotive power, is - • - £321,974
and for the atmospheric, .... 1,221,000
But even the expense of working, after all this greater expenditure of
capital, is against the atmospheric.
The cost of locomotive power upon the London and Birmingham rail-
way, for 1843, was as follows : — ., .,^
" Wages of engine drivers and firemen, - - . £9,673
Coke, - - - - - - 25,541
Oil, horse pipes and fire tools, pumping engines and water, - - 4,099
Laborers and cleaners, waste and oil, - - . 4,194
Repairs of engines and tenders, .... 12,521
Coals and fire wood, expenses of stationary engine at Wolverton, repairs
of buildings, gas and incidental charges, ... 3,172
Superintendent, clerks' and foremen's salaries, and office charges, 4,634 — £63,834
The expense of working the atmospheric system for one year, I estimate
approximately as follows : —
" Wages of engine men, 64 at 6s. ; stokers, 64 at 3s., ' - - £10,513
The same during the night, - . . . 10,512
Coal, 172 tons per day, at 9s., .... 28,332
Oil, hemp, tallow and repairs at 5 per cent, on cost of engines, - 20,000
Superintendence same as locomotive, ... 4,634 — £73,990
I have already stated that the above sum has no pretension to precise ac-
curacy, but since I have intentionally omitted numerous items of expense,
which must arise (the exact amount of which no one ran venture to predict
or to introduce into such a calculation with much confidence,) I prefer ma-
king the comparison under that aspect which is the most favorable to the
new invention under discussion ; because 1 conceive the question between
the atmospheric and locomotive systems does not by any means, after what
has been advanced, depend on the mere annual cost of working. I shall
content myself with the above statement, which in my opinion sufficiently
cMablishes the £ict, that the cost of working the Liondoa and Birmingham
On the Atmospkerie System. 266
railway, or any other line with a similar traffic, by the atmospheric system
would greatly exceed that by locomotive engines.
But, to do the system full justice, a single line, the favorite instance, may
be taken at their own estimates ; and the result entirely coincides with that
given by our correspondent S., in our last
" Let us now conceive it applied to a case of an opposite character ; for
example, the Norwich and Yarmouth railway, which has cost about £10,-
000 per mile, including carrying stock and every appurtenance. This line
passes over a country in which the application of the atmospheric system
could have effected no economy in the formation of the line, which has not
exceeded a cost of £8,000 per mile.. The application of a single line of
the atmospheric apparatus would, in this instance, have added at least £5.000
per mile, which upon 20 miles, the length of the railway, would amount to
£100,000. The mere interest of this sum, at 5 per cent, is £5,000 per an-
num, whereas the actual working of this line, including maintenance of
way, booking offices, porterage and all other constant traffic charges, has
been let for £7,000 per annum, being only £2,000 above the bare interest
of the extra capital which would be required to lay down the atmospheric
apparatus ; an amount which would be quite inadequate to meet the wear
and tear of the machinery alone, leaving nothing to meet the current cost
of w^orxing. Here, therefore, we have a case, where the country is favor-
able, the original capital small, and the traffic moderate, where the cost of
the atmospheric system would be so burdensome as to render it totally in-
applicable."
In the apj>endix, the comparison of the atmospheric system with that on
the Blackwall railway is given with great clearness by Mr. Bidder, and
leads to this conclusion, that —
" Unlescj some expedient with which I at present am unacquainted can
be devised for obviating the necessity of stopping at each intermediate sta-
tion, it would appear that the trains could not be run more frequently than
at half hour intervals with the engines now at work, thus reducing the
trains to one half their present number, and this, too, without effecting any
saving in the working expenses, inasmuch as there would be no reduction
in the staff of conductors while the constant and severe breaking would in-
crease the cost of maintenance of way and carriages ; the wages of the rope
men also would not compensate, for the extra cost arising from the engines
being kept continually at work, instead of for ten minutes only out of every
quarter of an hour, as is now the case ; and lastly, the interest of the outlay
requisite to introduce this system would exceed the annual cost of reparing
and replacing the rope."
Mr. Stephenson sums up the whole case thus: —
" 1st. That the atmospheric system is not an economical mode of trans-
mitting power, and inferior in this respect both to locomotive engines and
stationary engines with ropes. 2nd. That it is not calculated practically
to acquire and maintain higher velocities than are comprised in the present
working of locomotive engines. 3d. That it would not in the majority of
instances produce economy in the original construction of railways, and in
many would most materially augment their cost. 4th. That on some short
railways, where the traffic is large, admitting of trains of moderate weight
but requiring high velocities and frequent departures, and where the face of
the country is such as to preclude the use of gradients suitable for locomo-
tive engines, the atmospheric system would prove the most eligible. 5th.
That on short lines of railway, say four or five miles in length, in the vi-
cinity of large towns, where frequent and rapid communication is required
266 On the Atmospheric System.
between the termini alone, the atmospheric system might be advantageous-!
ly applied. 6th. That on short lines, such as the Blackwall railway, where
the traffic is chiefly derived from intermediate points, requiring frequent
stoppages between the termini, the atmospheric system is inapplicable ; be-
ino much inferior to the plan of disconnecting the carriages from a rope,
for the accommodation of the intermediate traffic. 7. That on long lines
of railway, the requisites of a large traffic cannot be attained by so inflexi-
ble a system as the atmospheric, in which the efficient operation of the
whole depends so completely upon the perfect performance of each individ-
ual section of the machinery."
Mr. Herapath takes strong ground against the atmospheric railway, and
speaking of the great loss of power from the friction of the air in the pipes,
says : —
" That I am not unsupported in the views of the inefficiency of these at-
mospheric machines, I shall show by a quotation, furnished me a few days
ago by a friend, from Dr. Robison's Mechanical Philosophy. The first
experiment was made by Papin, an able man of science and a very eminent
engineer. The second seems also to have been made by a good engineer
and it is therefore presumed that both of these facts ought to be well known
to our engineers of the present day. It is to be lamented that the size of
the tubes is not mentioned, but doubtless they were small, perhaps only a
few inches in diameter. As bearing, however, on the general question of
the great amount of friction of air in tubes, it is not material to know the
exact size.
" Dr. Papin, a most ingenious man, proposed this (the motion of air in
pipes) as the most effectual method of transferring the action of a moving
power to a great distance. Suppose for instance, that it was required to
raise water out of a mine by a water machine, and that there was no fall of
water rvearer than a mile's distance. He employed this water to drive a
piston, which should compress the air in a cylinder communicating by a
long pipe, with another cylinder at the mouth of the mine. He expected
that as soon as the piston at the water machine had compressed the air suf-
ficiently, it would cause the air in the cylinder at the mine, to force up its
piston, and thus work the pump. Dr. Hooke made many objections to the
method when laid before the Royal Society, and it was much debated there.
But dynamics was at this time an infant scienf-e, and very little understood.
Newton had not then taken any part in the business of the society, other-
wise the true objections would not have escaped his sagacious mind. Not-
withstanding Papin's great reputation as an engineer and mechanic, he could
not bring his machine into use in England : but afterwards in France and
Germany, where he settled, he got some persons of great fortune to employ
him in this project ; and he erected great machines at Auvergne and West-
phalia, for draining mines. But so far from being effective machines, they
would not even begin to move. He attributed the failure to the quantity of
air in the pipe of communication, which must be condensed before it can
condense the air in the remote cylinder. This indeed is true, and he should
have thought of this earlier. He therefore diminished the size of this pipe
and made his water machine exhaust instead of condensing, and had no
doubt but that the immense velocity with which air rushes into a void, would
make a rapid and eflfectual communication of power. But he was equally
disappointed here, and the machine at the mine stood still as before.
" Near a century after this a very intelligent engineer attempted a much
more feasible thing of this kind at an iron foundry in Wales. He erected
; Central Railroad. :~ 367
a machine at a poti^erful fall of water, which worked a set of cylinder bel-
lows, the blowpipe of which was conducted to the distance of a mile and a
half, where it was applied to a blast furnace. But notwithstanding every
care to make the conducting pipe very air-tight, of great size, and as
smooth as possible, it would hardly blow out a candle. The failure was as-
cribed to the impossibility of making the pipe air-tight. But what was sur-
{►rising, above ten minutes elapsed after the action of the piston in the bel-
ows, before the least wind could be perceived at the end of the pipe ; where-
as the engineer expected an interval of six seconds only."
It was our intention to have offered some remarks of our own on this
novel and extraordinary project ; but when we find such men as R. Stephea-
8on and Brunei entertaining diametrically opposite opinions after actual ex-
amination, we think it will better become us to merely submit their views
to our readers. The cost alone will prevent the possibility of its adoption
on the vast majority of roads in this country, though we think that the coal
region of Pennsylvania affords some suitable openings.
It will be seen that Mr. Stephenson deduces all his conclusions from his
own experiments, considering them as infallible, while Mr. Brunei founds
his opinion on what — judging from the present state of things — may rea-
sonably be expected from experience skill and observation, and we think
this is with |>rae/ua2 men the safer mode.
CENTRAL RAILROAD, GEORGIAr
This important work, the longest railway in existence, is now completed
and the following extracts from the report of the engineer, Mr. L. O. Rey-
nolds, will give our readers a good idea of the railway generally.
" The quantity of excavation and embankment throughout the whole line
is about five million six hundred thousand cubic yards. There are, inclu-
ding the long bridge over the Oconee swamp, about six miles in extent of
trestle bridging ; about one-third of this may be, at a future day, filled up
with earth.
" The road-bed is graded to a width of 15 feet on the embankments, with
slopes of one and a half base to one vertical. The excavations below sta-
tion No. 10, are generally graded 25 feet wide ; beyond that station, 20 feet ;
side slopes generally, 45 degrees — except in loose soils, when they are sim-
ilar to the embankments, and in some instances two to one.
" There has been no rock excavation of consequence, but many of the
cuts have been through a compact mixture of clay and sand, which requir-
ed the aid of the pick in excavating.
" Considerable work will be necessary during the present and next year%
in Extending and perfecting the drainage of the road. Nothing is more im-
portant than good drainage to insure a firm and even track.
" The maximum inclination of grade of the road is 30 feet per mile. Al-
though I have inserted a table of the gradients and curves of the road in a
former report, I will repeal that they may be classed as follows :
Level,
• « • «
Iticlinations not over 5 feet per mile,
t(
from 5 to 10 « "
u
« 10 to 15 « »« '
4 u
« 15 to 20 « «
^ ({
" 20 to 25 " «
-4 M
« 25 to 30 « « ■■"
dilM.
Feet.
26
4,378
44
4,880
ao
4,600
17
4,240
13
3,160
0
3,880
47—190
210—1,600
968
Central Railroad.
" The following table exhibits the proportion of straight and curved line,
with the various radii of the curves. Number of curves, 109 ; number of
straight lines, 110.
Length of Radius
]
Plumber of Curves
Aggregate Distance.
2,000
feet.
-
25
• ,
42,835 feet
2,100
((
w
4
9,802 "
tJ,300
u
■, ■^■
.
3,943 "
- 2.500
u
.
- 5
8,139 "
3,000
u
13
.
20,788 " '
3,500
((
-
• 6
.,• 13,781 «
4,000
a
12
«
25,683 «
4,500
((
-
- 2
- 4,980 "
5,000
«
15
.
' 45,729 «
7,000
u
.
• 2
3,656 «
8,000
;(
5
•
15,313 "
10,000
u
-
- 8
i.- 28,100 "
15,000
u
5
•
- r. - 21.916 « .
16,000
u
•
1
. u»riv 7,139 ♦«
20,000
((
1
•
. ^ - 8,374 «
30,000
((
.
- 2
6,920 «
150,000
((
1
•
26,500 «
Total,
-
- 109
-
- 293,596 "
Total len
gth of
curv
ed line,
55 miles,
and
3,156 "
U (
stra
ght line,
134
a
u
3,724 "
Whole length o
f roa
J,
190
u
a
1,600 «
The summit is 464 feet above tide, and the level of the Ocmulgee bridge
(floor) is 297 feet above tide. This bridge we take to be the western termi-
nus of the road.
" The plan of superstructure for one hundred miles from Savannah, is
as follows :
" Cross sleepers are first bedded in the ground and rammed solid, their
upper surfaces being level with the grade of the road ; string pieces, 6 in.
deep and 12 in. wide, are then trenailed flatwise on the sleepers, and the
ground rammed under them, affording a continuous bearing. On the top,
and in the centre of these string pieces, is placed a small lath or ribbon, 3
by 2 in. of hard pine ; and this is surmounted by the plate, or strap rail of
iron, 3 in. wide by | in. thick. The iron is confined by spikes 7 in. long,
passing through the ribbon into the string piece. Wrought iron splicing
plates, 4 in- thick, are placed under the joinings of the bars, the spikes pas-
sing through them. The balance of the road above the 100 mile station is
similar, excepting that a light T rail is laid on the string piece, instead of
the ribbon and plate rail.
" Total cost of the road, $2,581,723. This amount is made up of vari-
ous items, which may be set down as follows :
'• Grading, including grubbing, clearing, excavation, embank-
ment and wooden culverts, - - - - 975,898
Culverts of masonry, .... *. v. * 49,000
Depot at Savannah, .... ■^'.,\ 33,078
Depot at Macon, - - • - . -ii- .. ».: 24,767
Bridges, including Oconee, which cost $70,000, • - 126,000
Laying superstructure, and materials, except iron, • - 424,400
Wells, pumps and cisterns, .... 4,600
4
■;'';■' ,■;•;-/■„■■■■.•■ Central Railroatf.^' 2W
Iron rails, spikes and plates, - , r . .- i -> . 476,081
Damage by freshet of 1841, > . - ; - - i -68)000
Right of way, - - - - [*■-],.■;:':,' ^■.:: „., 36|l53
Engineering, including preliminary surreys, " > . / * 154,530
Tools, machinery, etc., in shops, - - • -"^ •.:*;;* ( 15,000
Incidental expenses, • - -••:;: •♦v:-:'-v* 25,873
:■ -v--^->'^-^ "-^^ - '''••':• '^'^ $2;58l7?^
"'"Average cost of road per mile, excTnsive of motive* power, $12,702
" Since the date of my last report, we have increased our motive power
by the addition of six freight engines of the second class, making our num-
ber now 14, viz : 8 third class 6 wheel engines, 5 second class 8 wheel
freight engines, 1 second class 6 wheel connected freight engine; all of
which are in running order, except one. These engines have performed
from the 1st November, 1842, to 1st December, 1843, a total distance of
.181,954 miles.
" The whole amount of fuel consumed in performance of the above dis-
tance, was 2,739 cords of wood, being an average of 6643 miles run for
every cord of wood consumed.
" Two additional freight engines, and the wheels, etc., for fifty burthen
i'cars, have been ordered, and will be received in time to meet the business
of the next fall.
" This will swell the number of eight wheel burthen cars to upwards of
one hundred and fifty."
The receipts for 13 months ending Nov., 1843, were $227,531 94, of
■^which $37,329 37 were from passengers, $17,517 76 from the U. S. mail
and the remainder from freight. Number of passengers, 10,461, of bales
_of cotton 47,133.
The expenses for that period have been as follows: '
/;« Repairs of the road, - - - 61,886 89 v ^
Tools and materials for repairs of engines and cars, 3,175 08 , s.^
XBalaries, - - -, - _ - . 9,885 32
»' way stations, - r -;..,; v 8,276 53
Oil and tallow, - - ■■ * ; v ; 1,237 75
-Fuel and water, - - _ • f- 11,477 39 .;;,.. ..-^
"^ Labor, provisions and forage, ■•■•.>"/■• 2,578 14
':vDamage, - - - ; /';/r.,viI:''v>)^"; 'j^^ 82^ \ ;.^:^ ,.
V: Insurance on cotton, - *,^^" ' 1,352 19 Q '" L F
'Machinists, runners and firemen, Vi-* ... • 15,194 12
Carpenters, - - .*;^;ofV- 2,26667
■Blacksmiths,- - .»:-'>>' . 1,773 78
Conductors and train hands, :*^"'V"^^^ 11,935 77
^ Incidental expenses, - . - ' • ' ; w< 2,042 99—134,34143
Leaving a nett profit, of - - • ' $93,190 51
" The comptuation of profits, receipts, etc., is made up to Dec. 1st, being
one month over a year, that the accounts may correspond in date with those
of the bank for the future."
The receipts for the three following months, were $86,716 73,
" It will, no doubt, be observed that, in the account of expenses, the items
of repairs of road is much increased over last year. We have most sensi'
biy felt the benefit of increasing the outlay for this purpose in the improved
S70
Housatonie Railroad Repori.
SR317 ner mile.
572 «
condition of the road, and the regularity with which our trains perform
« In order however, to show that the expense of this particular branch
of the service is still within modertite limits, I majr here mention that the
annual cost of repairs of our road avRraoe - - ^"^^"^ -"^ "
T; ouuiii i^aroiina railroad, - - - -
Georgia railroad, - - - - 303
Average of eight principal railroads in Massachusetts, - 477
" Western railroad, - - - 310
" " The expense of working our road per mile run, during the above pe-
riod, has been - ~ - - * * 73-8 cents.
HOUSATONIC RAILROAD REPORT. j '- t ^ -• i'
VVe have the report of this company, dated 24th June, 1844, and make
such extracts as will interest our readers. It is mainly occupied by the
financial affairs of the company.
" The entire length of the Housatonie railroad, from the tide water at
Bridgeport to the north line of the State of Connecticut, is 73 ,Vi7 miles.
In this distance there are twelve regular stations, for the receipt and dis-
charge of passengers and freight, namely, at Stepney, Botsford's, Newtown,
Hawleyville, Brookfield, New Milford, Gaylord's Bridge, Kent, Cornwall
Bridge, West Cornwall, Falls Village and North Canaan. The maximum
grade is 40 feel to the mile^ but more than half the length of the road is pass-
ed on grades of nnder 26 feet to the mile.
" The following expenditures have been made in the construction of the
road and appendages.
« Obtaining charter, preliminary surveys, etc.,
Right of way and land damages, , - .
Grading and superstructure, . . -
Engineering, • • - . * -.
Turntables, . . - - -
Engine houses, . . . - ,
Construction of Depots, etc., •. ^ .
Profit and loss, . . . >. -
Contingent expenses, - - . .
Real estate, .-------
Engines and cars, / " *
' $1^,122 91
"This expenditure of fl,244,ti^ 91, for a road of 74 miles in length,
with an ample outfit of engines and cars, will bear favorable comparisoa
with any other railroad in the United States, of similar construction."
" The Berkshire railroad company, chartered by the State of Massachu-
setts, with a capital of $250,000, all paid in, constructed their road from the
aortnern termination of the Housatonie road to the village of West Stock-
bridge. There are four regular stations on this road — at Sheffield, Great
Barrington, Van Deusenville and West Stockbridge. Its entire length is
21-,W miles. The grades are similar to those on the Housatonie road.
The use of the road is granted to the Housatonie railroad company during
the term of the charter, at an annual rent of $17,500, payable monthly.
The road is to be kept in repair by the lessees, and in effect the Housatonie
railroad company possess as complete control over it, as if it had been con-
structed under their own charter. The rent is paid m full, and is consider-
ed as one of the charges of mcmtbiy expense and settled accordingly. Tbe
6,150 32
60,051 43
967,005 60
24.407 23
i;493 64
4,383 68
11,733 70
46,770 53
23,097 32
1,669 80
97,359 66
...?^■^....^^^
Railteays in Michigan. 271
Berkshire company have the right to increase capital to $600,000, and an
arrangement may be made for the issue of Ptock to an amount which may
be necessary for substituting heavier rail, upon adding to the rent paid by
this company a sum equal to seven per cent, upon the expenditure. This
insures a superstructure equal to any which may be adopted on the Housa-
tonic road, whenever a ne»v and stronger rail may be laid or- that road.
From West Stockbridge, the line is continued to the Western road, by the
West Stockbridge company, a distance of about 2^ miles. That road is
leased to the Housaionic railroad company, for the term of the charter, at
an annual rent of about $1000. One half of the expense of the mainten-
ance of the road is to be paid by the lessees. Provision is made in the
lease, by which an edge rail may be laid by the Housatonic railroad com-
pany ; in which case an allowance equal to one half of the average repairs
of the present road, is to be made to the Housatonic railroad company."
"Receipts of 1842. 1843. 1844.
January, $8,072 85 . $11,826 87 $15,305 07
February, 6,011 75 10,212 36 15,534 03
March, 6,083 41 13,563 93 14,065 47
April 5,779 23 9,738 24 10,10106
May, 6,363 03 10,310 64 13,142 67
Total 5 months, $32;3i0 27 $65;652 04 $68,148 30
RAILWAYS IN MICHIGAN. . .,_
The rapid increase of income on these works, is truly gratifying. The
Central railroad is to be opened very soon to Kalamazoo and this, the com-
missioners say, will itself pay the interest on the State debt.
They complain much of the heavy duty lately imposed on railroad iron,
" The tariff of 1842 placed a cash duty of $25 per ton on railroad iron,
which prevented the commissioners from importing it, as they were unable
to make payment of so large a proportion of the cost of the iron on its ar-
rival in this country. The low price of iron in England would have ena-
bled them to have imported it to great advantage had it not been for the
heavy duty placed upon it, for the first time, by the act of 1842. This
duty is a serious obstacle to the extension of our railroads, and the commis-
sioners would respectfully suggest to the legislature the propriety of endea-
voring to have the tariff act so modified, as to allow its importation free of
duty, as heretofore, particularly for roads which had been commenced while
such permission was allowed."
Of the Southern railroad they say : » ^ - . : ^ i.>
" This road was ironed and put in operation to Hillsdale, 68 miles from
Monroe, early in October, since which time all the locomotive power on
the road has been fully employed, and a large amount of produce remained
on hand at the different points on the load which it was impossible to trans-
port in time for shipment to the east, for a want of machinery and cars.
The limited means the board then had control of, not enabling them to pro-
vide in season the necessary facilities for doing all the business that was of-
fered. Two new locomotives have been placed upon the road and a suffi-
cient number of cars will be prepared in season, to do alt the business that
offers during the coming year. The difficulties which have heretofore pre-
vented this road from producing any revenue, have now been principally
overcome. The facilities for shipmeat of produce at its eastern termina-
mH ^ On Plank Road*.
tion, have much increased, and by its extension west of Adrian, the coinp&>
tition with the Toledo road is obviated."
The following extract from the report of Mr. Berrien, the chief engi-
neer, is interesting. Speaking of the " warrants" in which the contractor!
are paid, he says :
" For all purposes except the purchase of a few things considered as
cash articles, they are used to much better advantage, and being the same
as cash to those who use them for the purchase of public land, a great
many are induced to seek employment upon the road for the purpose of
applying the proceeds of their labor, and obtaining land, which probably
they could not obtain in any other way. In addition to the above is the fact
that but little money is used at present in payment for labor of any kind,
also helping to increase the demand for work upon the railroad, and the ef-
fect of competition has been a very great reduction in prices.
" Were money to be used we should undoubtedly be able to make more '
rapid progress ; yet, with the exception of the time required, it is matter of
doubt whether the road could be carried on to much greater advantage with
money than is now being done with warrants. At any rate, there is no
doubt of the fact, that the greater part of the work, and grading especially,
is done at present at much lower rates in warrants than were paid for simi-
lar work, a few years ago, in cash." . . ..
ON FLANK ROADS IN CANADA.
Lord Sydenham, during his long sojourn in Russia, travelled on several
of them, and found them well adapted to the circumstances and the climate;
and, as Ijoth were very similar to those in Canada, he was strongly of the
opinion that their introduction there would greatly conduce to the public in-
terest. A few miles of road in the neighborhood of Toronto was first laid
with plank by the local commissions who had the management of it. The
cost of stone and the great, expense they had been at in macadamizing a
portion of the same road, as well as the heavy arinual repairs, had induced
them to try the experiment in that province of laying a planked surface on
the road. A gentleman describing it, says : " I'he few miles nearest the
city, and over which very considerable traffic existed, were planked ; and,
upon inspection, it was found the top surface of the timber was worn in the
centre for the breadth of 7 feet, and to the depth of f of an inch ; the ends
being to the full dimensions as the plank came from the saw. The bottom
or under side of the planks, was found throughout perfectly sound. In two
or three places, where a small cavity was left by the foot of a horse or other
animal, there was found a slight pinkish tinge corresponding with the cavi-
ty, and indicating the commencement of fungus. The sleepers appeared
perfectly sound." The facts elicited by examination of the portion of the
road laid down but one season, were the same as the foregoing, except that
but f of abrasion had taken place. From the foregoing, it will be seen —
1st. That the wear and tear of the plank road, even near a populous
town, is confined to the 7 feet in width of the centre.
2d. That, for the preservation of the planks from decay underneath, it is
indispensable that every portion of it be solidly imbedded in the formation.
3d. That considerably more than half the wear and tear which occurs in
seven years' use of the road, takes place the first year ; which is easily ac-
counted for, by the natural stripping off while the plank is fresh, of those
fibres which were cross-cut by the saw ; and from the fact of the dung of
the cattle getting bound with the raised fibre of the wood and thus forming
Georgia Railroad. ♦ 273
a lough elastic covering, which saves the plank in a great measure, from
the effects of the horse's shoes, and the tire of the wheels. On this road
the plank is 16 feet long, 3 inches thick, laid crossways at cross angles to
the road, on 5 sleepers of pine 5x3 laid on edge, and in the line of the road ;
and this was considered the best mode of laying a plank road, except that
on a country road plank 8 or 10 feet long will be found quite sufficient
On the Chambly road (plank) the planks are 12 feet long, but laid diago-
nally, so as to make the road but 8 feet wide. This was opposed by some,
and very justly ; for, as apprehended, the weight of half the vehicle and
load coming suddenly on one end of the plank, and the other end not being
kept down at the same time, the traffic constantly tends to disrupt the road,
and the planks are loose, and spring from end to end. Another principle
connected with the laying of this road, (which was opposed) is that of hav-
ing the sleepers of much larger scantling than on the Toronto road. It
was remarked that, as all earth formation under a road of this nature will
more or less subside and shrink, the giving to the sleepers too much area
would enable them to bear up the plank, leaving the earth to settle from
them, thereby causing springing in the plank, which tends greatly to their
being cut away ; (in fact, they quickly become rounded from the edges ;)
and, also, that fungus and decay of the plank would be brought on, in con-
sequence of the confined air below. These apprehensions are realized. At
duebec, part of the road has been planked, the plank being laid lengthwise
of the road. It was considered that the planks would stand better the fric-
tion, and, when necessary, could be more easily taken up, and the road re-
paired. One strong objection to this mode of laying the plank is found to ,
be, that the horses cannot keep their feet when jnuch weighted, and are
much exposed to falling, in consequence. Under all the circun>stances,
most have approved the manner in which the planks are laid on the Toron-
to road. Those now being planked under the department in the. western
section of the province are so laid, except that the planks are spiked with a
6J inch spike — one in each end. With respect to plank roads generally, I
wish none to suppose that I am an advocate for their adoption, except in ■
those sections of the country where nature has afforded no better material, -, .
and where funds can be obtained for a better structure. There are stretches "
of 30 and 40 miles, in parts of the west, where the soil is a deep rich veg-
etable mould, and withoutstone or gravel of any description ; in such cases
you must be content to wade through the mud, or adopt the plank roads.
When the traffic or intercourse of a section of country requires that good .i^
roads should be afforded for it, the adoption of plank or stone roads should ,
be governed simply by a comparison of the first cost of each, in conjunc- V
tion with the probable annual expense of repairs ; and if this comparison is :^
based on the plank lasting 12 years, (or some say 10 years,) a safe conclu- ~i
sionwill be arrived at. In some cases in Canada, the adoption of plank si
instead of stone would have made such a saving as would have replanked x
the road every five years, if necessary. There are many sections in the V
west, where timber abounds, especially in Ohio. Indiana and Kentucky, -
where such roads might be introduced with great advantage.
r jj i % GEORGIA RAILROAD.
'■*jSt;&;-'.' ■;. . . -
In our last we gave extracts from the report of Mr. Thompson contain- )
ing numerous details of interest to the profession, but to render the account ^
of this specimen of civil (not political or State) engineering complete, we V
copy the foUowioj; tables of receipts and expenditures for upwards of 6 yean.
274 t
Georgia Railroad.
■a
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276 Suspension AqueSuei. — Northern Railroads.
■ .i''^ SUSPENSION AQUEDUCT.
We are glad to learn that an aqueduct suspended by wire cables is to be
erected at Pittsburgh by Mr. John A. Roebling, C. E., a name familiar to
the readers of the Journal. The spein is 160 feet, the deflection IT feet
and the total weight of trunk, cables and water, 353 tons of 2000 lbs. The
strain at the points of suspension is estimated at 451 21 tons, the area of
each chain is to be 27 sq. in. and the wire of which they are formed is cal-
culated to bear a maximum load of 90,000 lbs. per sq. in. ; but the greatest
strain to which the cables will be actually subjected will not exceed 18,000
lbs., or ^ of the maximum load.
The trunk will be of wood, 13-6 ft. at bottom, 15 ft. at water-line, sides 8
ft. high, all of 3 in. plank, in two courses laid diagonally, and well spiked
together. The stiffness of the trunk will be sufficient to prevent vibration,
even in the most violent storms and will be sufficient to support itself when
empty.
A wooden aqueduct is estimated at $50,000, and Mr. R. says in a commu-
cation published in a Pittsburg paper.
"I have estimated, and I am willing, to undertake a tnorough repair of the piers and
•butments for $7,000
" Adding to this the expense of the new structure, of 56,000
"And we have a sum of, £ . : 63,000
M the total expense of a suspension aqueduct, including everything." T'''
He also very justly observes,
* There is another and a strong argument in favor of the suspension plan, which is en-
titled to attention. The true interest of the city, as has been observed before demands a
permanent work. But the principal parts of a suspension auqeduct will be formed of iron
and stone, which will last for centuries. And the wooden parts, the trunk and the beams
can at any time be substituted by iron ones, so as to render the whole structure imperisha-
ble, and insure the services of the aqueduct for the future. The difference of weight by
the substitution of iron for the beams and trunk in place of wood, would be in favor of iron. '
The idea of carrying the Croton water across the Harlem river suggest-
ed itself to numerous persons, and we are by no means certain that it would
not have been quite as safe as the present structure, at one-fourth the cost.
Mr. Roebling quotes the opinions of some eminent French engineers in
favor of the application of the principle of suspension to aqueducts, and
appears to have thoroughly investigated everything likely to have any bear-
ing on the success of this new and — as we think — great improvement on
the ordinary wooden aqueducts of this country.
NORTHERN RAILROADS.
The railway is creeping up to the Canada lines, and we understand that
a survey of a route or routes thence to Montreal is going on at this time.
The line from New Haven up the Connecticut river and that from Boston
across the country will ere long meet, and the question then is, shall we
cross Vermont to Burlington on lake Champlain, or continue the route north
by lake Memphremagog to Montreal. The distance will of course be less
to Burlington, and, as this line will traverse the best part of Vermont, its
receipts will be much greater than the direct line to Montreal which run«
for many miles through a wilderness. The travel from Montreal to Boi
' IE nglisk Railway Bill. ^- ' ' >• :^ "*«^
ton will be well accommodated by either route and as the line to Burlington
will receive the trade of Vermont, of lake Champlain and of the iron re-
gion of New York in addition, it appears to us that, in the vital consider-
ation of income, it has very decidedly the advantage over its northern rival.
Both routes have been examined, though not instrumentally. The survey
now going on will give all the requisite information as to the ground on
the direct line to Montreal, and though we have no hope of ever seeing a
railway there we still believe that the survey now making may not be with-
out benefit. For, if skilfully conducted, it will show whether a railway
can succeed there, and, if that be impracticable, what other communication
can be recommended.
But the present break in the line from Montreal to Boston and New York
— we mean the distance from Saratoga to Whitehall — which has been a
cause of complaint to the travelling community for tho last ten years and
which is likely to remain so for some years longer, prevents us from in-
dulging in any anticipations of a good route to the north. This link is
alone required to complete -the communication by steam from the St. Law-
rence to the Hudson, that is, from Quebec almost to Charleston, yet it is
scarcely spoken of.
ENGLISH RAILWAY BILL.
Our readers will perhaps recollect that some of the arguments used
against the probable effect of the " Railway Bill," are precisely those used
by some of our contributors as well as ourselves against the actual efleet
of our New York system of "State works," in crippling private enterprize
and degrading the profession. The following is from Herapath's Railway
Magazine, Feb. 6, 1844.
" Shortly and quietly thus stands the case between the two parties. The
government sees in the large and growing capitals of the railways and tho
endless offices that arise out of them, a new and vast source, from which it
could derive fresh, and an almost unlimited extension of patronage, and of
course of power. Garnish it how parties please, this is the simple and
naked fact. No man can deny it, no one can give any other reason for the
present bill. What is the case with the other or companies' side. Briefly
this ; they have laid out a great deal of money, have had a great deal to
contend with, have hitherto received but little return, and of course now
when railways are beginning to show symptoms of repaying them for their
trouble, loss and anxiety, they are very anxious to enjoy the fruits of their
enterprize, and the management of their property. If left undisturbed, they
find they can do both with advantage to themselves and the public. They
say, and very truly, " if it had not been for us, these lines would not have
been made, and why, therefore, when we have risked and done so much,
are we to be dispossessed of them?" That the government would not have
made them is certain, for when the companies were in difficulties, and many
of them in danger of being obliged to abandon their works, it would not
nelp them with the smallest donation or even loan. Is it just then, that it
should enjoy that which it neither created or assisted ? That it shoukl
wrench from enterprizing individuals, the work of their hands, the moment
it bids fair to repay them for their labor and risk ? Where do we find a
•78 English Railway Bill.
parallel to this ? Men have hitherto been allowed to reap that which they
have sown, and the success of their labors has always been considered ex-
clusively and sacredly their own. Government has never interfered with
mercantile speculations, but has been satisfied with that, which it must have
one way or the other, from direct or indirect taxation of successful enter-
prize. Private enterprize has justly been regarded as the body and soul of
the prosperity of the country, and for that reason has always been encour-
aged, and its results respected. The present is the first instance within the
compass of our knowledge, of the executive thinking to intermeddle with it.
A new light has, however, now broken in upon the ministry. It is consid-
ered advisable, that her majesty should become coach-mistress-general and
carrier-in-chief of the country. All the engine drivers and stokers and
guards and ticket takers and clerks and porters, are to hold their appoint-
ments direct from the royal hand, and the minister of the day to have the
patronage of the appointments. To accomplish so desirable an object, good
old customs are to be broken through, private rights are to be trampled on
and the sanctity of property violated.
" The advocates of this measure may contend that the sole object is to inter-
fere with the future lines only. We admit that is the professed and ostensi-
ble object, but like their profession of non-interference it is all a hollow
sound. The real object is the possession of all the railways, and the pres-
ent are to be reached through the future. No man doubts this now, it is too
clear and transparent. We have long seen ar.d long taught it, but were
not believed. Our hints and warnings were looked upon as idle croakings
and therefore disregarded, but now there is but one view, one sentiment, one
opinion among all men. They all see and all acknowledge that the gov-
ernment obj(?ct is to seize the railways, not for the sake of doing good, but
for the sake of the patronage, and to have the key and control of all our
movements. How far this is desirable, and the use that may be made of it,
may be judged of from the late creditable transactions in the post office.
" Here is one point of view in which we wish the public to consider the
consequences of the Slate getting possession of the railways. The public
has lately seen how mi;ch the sanctity of the seal is respected and if the
railways get into the hands of the government, it may soon find that the
boasted liberty of locomotion will be ju.st about as much valued. It is
impossible to enumerate the uses to which the possession of the railways
in the hands of a jealous or arbitrary government may be turned. In
times of election they would be powerful instruments in obstructing this re-
turn or forwarding that, and consequently in controlling the elections and
filling the house of commons with just such members as may be wanted.
We recommend the public well to look to this side of the subject before it
urges on an event it may have so much occasion hereafter to repent.
" Again, with regard to the fares, the public is tickled with the notion that
if the government had the railways, travelling would be much cheaper. A
greater mistake never was made. It is true all the government might care
about would be the covering of the expenses, and the return of the low rate
of interest at which, on the State security, the money may be raised. But
then the government management of everything it takes in hand is so no-
toriously costly, that there would be at least double the persons to do the
work of the present. Men who get into government situations do not ex-
pect to work, but simply to receive their salary. What said a well paid
government official to a friend of ours sometime since, who was comple-
menting him on the goodiiess of his post? " There is more trouble in it,
•if, than you are aware of Besides paying a deputy I am obliged to sign
:■■'-■■ *' English Railteay Bitlb{ ; ; ; :.l|BPi
my name four times a year to receipts for my salary." Thus it is with go-
vernment officials, and thus it is the expenses of everything it takes in hand
are increased. It is not too much to say, that if the present railways were
in the hands of the government, that the expenses of working them would
be doubled or tripled. The saving, therefore, in interest would be much
more than swallowed up in the expenses, and the executive, supposing it
had the most cordial desire to benefit the public by cheaper travelling would
be unable to do it, or if it did the chance is that the public would have to
make up deficiencies by other taxes. If ministers are wise they will have
nothing to do with commercial matters, and if they are inclined to, the pub-
lic will act wisely to check and prevent them.
" We have an example of the expense of State management in the Bel-
gian railways. There, though the management is under the most econom-
ical arrangement, the expenses much exceed ours, which are yet far from
reduced to their minimum. What, then, would the working expenses be
under our notoriously costly executive? We repeat, if the State take rail-
ways into its keeping, the public will have cause to repent it, not only as
furnishing the government with a new and dangerous instrument of control
but as putting into its hands matters which it would be unable to manage
economically, and which would therefore, in all probability, entail i!j;on the
country a loss in proportion to its magnitude.
"But the principle of the bill is not more unjust, than are its clauses
monstrous and unheard of If, after 15 years from passing the act of any
railway, its profits should exceed 10 per cent., the board of trade may lower
the tolls. And if it finds it has gone too far,, and reduced the profits below
10 per cent., it may elect between raising them and paying the deficiency
below 10 per cent, out of the public purse. To the latter part the railways
could not object; it is, for the public to consider how far it is palateable to
itself to pay for ihe board of trade errors. But here also comes in another
most iniquitous clause, namely, that the board of trade is to have the sole
power of deciding whether the management of the railway is economical,
and to make deductions accordingly from the expenses. So that the board
of trade is first to curtail the profits, and then to be sole judges of the econ-
omy of management 1" .
A deputation consisting of the representatives of 29 railway companies,
the united capitals of which exceed £50,000,000 presented the following:
" Statement of a few prominent reasons against the measure."
" This bill is objected to, —
" 1. Because its provisions are not called for by any complaint on the
part of the public, expressed by petition or otherwise, with reference to the
matters to which it relates.
" 2. Because it is introduced at so late a period of the session, and so
closely following the voluminous reports and evidence on which it is alleged
to be founded, as to render it quite impossible that its provisions should have
sufficient considerations either by the legislature or by the parties afifected
by it.
" 3. Because the bill (taken in connection with the reports and the reso-
lutions therein proposed to be adopted as standing orders) is obviously in-
tended to vest in a department of the government a power of interference
with, and undue control over, all existing as well as future railways, by en-
abling them to foster and encourage competition in all cases where existing
companies will not submit to any terms and conditions, however stringont
or rumous, which may be sought to be imposed on them ; and by enabling
«80 ; English Railway BilL
them also, if they think fit, to become themselves the proprietors of all new
and competing lines of railway.
" 4. Because such a proposal is at variance with the principles which
have hitherto governed the legislature of the country in its conduct, not only
towards railways but towards all similar undertakings, and would have the
effect of shaking the public confidence and security for the future in all
such undertakings, and in all privileges granted by the legislature.
" 5. Because the exclusive application of such a bill to railways only is
obviously most unjust.
" 6. Because an unheard-of power would be vested by the bill in the go-
vernment, giving rise to a system of private solicitation and influence, and
possibly to the exercise of undue partiality, in matters which have hitherto
come openly and exclusively under the cognisance of the legislature.
" 7. Because there is no experience in this country to justify so great a
change in the system of legislation with reference to railways, as that pro-
posed and the experience afforded by foreign countries only demonstrates
the superiority of the system which has hitherto prevailed in England, where
public works, promoted by private enterprize and unfettered by government
interference, have flourished to an extent unknown elsewhere.
" 8. Because there is no pretence for such government interference aris-
ing out of misconduct by railway companies, or undue profits realized by
them ; but, on the contrary, it is admitted on all hands, that the undertakings
under their charge have been admirably managed, at liberal rates to the
public, and, on the aggregate, with insufficiently remunerative profit to
themselves.
" 9. Because, if such undertakings were vested in the hands of the gov-
ernment, and should prove unsuccessful, the loss which is now borne by
private companies, would have to be made up by general taxation ; nnd it
is most unfair that the government, as proposed by the bill, should have an
option of purchasing only those undertakings which are profitable, and re-
jecting those which are unprofitable.
" 10. Because the power to reduce the charges of companies paying a
dividend of 10 per cent, under the guarantee of maintaining that dividend,
would leave the company to whom such guarantee should be granted, with-
out further inducement to meet the public convenience, and thus, while the
guarantee in case of deficient revenue would have to be made good by the
public, they would be worse served than at present.
" 11. Because the provisions of the bill which give immediate power to
the board of trade to regulate third class trains, are inconsistent with the ex-
isting rights of railway companies, and the provisions which declare that
their stations shall be open to all public conveyances, are calculated to ben-
efit only a small section of the community, viz., the hackney cab and om-
nibus proprietors, to the manifest inconvenience and annoyance of all the
rest of the community, and would tend to the utmost confusion, extortion
and general inconvenience.
" 12. Because the attempt by the government to tamper and meddle with
undertakings in which property has been embarked, on the security of pri-
vileges granted by the legislature, tends to weaken the faith and security of
the capitalist in those undertakings, and to induce him to embark his pro-
perty in foreign speculations, to the infinite detriment of this country : and
if the present attempt should prove successful, it would afford a precedent
for others, directed not only against railways but against all similar un-
dertakings."
WELLAND CANAI-
It appears that two-fifths of all the wheat coming this year from the west
pass through the Welland canal, but only one-fourth of this quantity goes
to Canada, Wheat for Oswego and Ogdensburg finds a shorter route by
the Welland than by the Erie, besides avoiding transhipment. Our corres-
; pondent on the " Canals of Canada" has uniformly considered this as a
V work of more importance to New York than to Canada and the trade this
year will bear out that view. Some years since, in an article on the " Spring
Trade," he went so far as to place the Welland canal at the head of all
- routes for early freight to the west, by way of Albany, if the New York
railways could only carry freight ; and, as they now have this privilege,
though to a very limited extent and with exceedingly heavy pecuniary im-
. positions, we shall soon see whether the merchants of Boston and New
^ York will avail themselves of the new route for early freight, via Oswego
. and the Welland canal, the western terminus of which is to the westward
- of Dunkirk, besides being on the windward side of the lake, thus ofTering
in late seasons an earlier route by canal than can be furnished by any rail-
way in the State of New York. Such at least are the views of the corret-
pondent alluded to.
The Welland canal will however become doubly important to New
York, should a drawback be allowed by our government. Then will Up*
per Canada receive nearly all her supplies via New York and Oswego,
and the people on the borders of lake Huron will receive their spring goods
some weeks before the arrival of the first ship at Montreal. Indeed that
city itself may be reached via Oswego and the St. Lawrence about two
weeks before that period : and, it is very certain, that the entire Upper pro-
: vince will be tributary to New York as soon as a little common sense can
■■' be infused into congress. Fearful odds, it will be said, but we are not with-
out hope. Now our correspondent who is well acquainted with the trade
; of the Erie canal and of the St Lawrence says that all the dovm froight
must go by the river to Montreal and if all or nearly all the up freight
•hould go by way of Oswego, what are the canals on the St Lawrenee
to do?
Had our Canadian neighbors built the Great Western rail«ray trota
Hamilton to Detroit they would have had a work which would have jrield-
ed a surplus the first year, and which would have made us tributary to them ;
but there is no accounting for tastes. The following extract does not state
the tolls received in 1842 and 1843. We believe they have little if at ail
► exceeded $100,000, the interest on two millions or half the estimated cost
of the canal. It was not till the year 1839 that the Erie canal had paid
■ expenses and interest, that is thirteen years after its opening. On the other
hand the four railways from Schenectady to Rochester paid from the begin-
■-t aiog, though not allowed te compete with the canal in the transportation «i
/height.
282 Welland Canal.
" The Welland Canal and Us Business. — The Buffalo Commercial of
Saturday gives this description of the Welland canal and of its business in
the transportation of American produce.
" The work is 38 miles long 10 feet deep, and has a large number, some '
forty locks to overcome a rise of 360 feet existing between Port Dalhousie
on lake Ontario, and Port Colborn, on lake Erie.
" The total business of the Welland canal for 1840 and 1841, was
1840. 1641.
Flour, - . Bbls. - 186.864 193,137
Beef and pork, • - « . . 14,889 24,195
Wheat, - - bush. - 1,720,660 1,212,460
Corn, - - . «« . . 27,088 90,160
Staves, .... 1,623,000 2,725,000
" Among the items going towards the west, were —
Salt, - . - bbls. .' 163,030 149,337
Merchandize, - • tons - - 2,770 3,718
Tolls received, • - ^ - £18,037 £18,583 I
" The quantity of a few leading articles exported from the port of Cleve- ;
land alone, throguh that channel, was — 1842. 1843.
Wheat, - - bush. - 380.684 90,689
Corn, - - . «« . . 59,670 78,481
Flour, - . bbls. - 94,248 49,360
Pork and beef. - . « . . 40,098 5,000 .
Total value of all exports^ - - $1,017,000 $357,400 ;
"This season the shipments from Cleveland have been very heavy, and
will doubtless exceed those of 1842.
"A partial and satisfactory view so far as it goes, may be had of the ex-
tent of the shipment by the Welland canal this season, obtained from the
8t. Catharines, W. C, Journal :
" The amount of wheat entering this season at Port Colbum up to the
22d July was 865,024 bushels, of which 657,429 bushels were for Oswego
and Ogdensburgh, and the remainder as follows —
St. Catharines. Kingston. Gr&nanoque. Total.
Wheat bushels, 09,329 57,607 60,799 207,656
the duty on which at 9 cts. a bushel, amounts to £4,672, which, added to
the sum collected on flour, pork, and other products, cannot fail to give an
increase of revenue far beyond any former period. This exhibit must be -.
of considerable interest to the trade, and we shall look with much anxiety
for further movements."
Since the above was in type, we have seen in the papers an article from '
the St. Catharine's Journal in which the editor says: — c
" Welland Canal. — In our last number we gave a brief statement of the -
unprecedented and rapid increase of the trade of lake Erie, and the small
proportion of it as yet secured for Canada, by the St. Lawrence. But we
have no doubt that the efforts now making — by the improvement of our
water communications — to divert this commerce into its natural channel,
will, ere long, be crowned with success."
Did not our modesty interfere we would recommend our Canadian neigh-
bors to take the Railroad Journal, when they would no longer talk such
nonsense. The "natural channel" is that which takes the wheat where it
is wanted and the wheat passing via the Erie canal is for consumption in
this country. There are of course a few hundred thousand barrels shipped
10 South America, England and the West Indies, but not enough sensibly
to affect the income of the Erie canal. Now how is the million of bar-
rels shipped to Boston to reach that port via the St. Lawrence? It has al-
ready been explained over and over again, that the trade via the St. Law-
rence is in addition to that of the Erie canal, and the insignificant amount
of produce taking the former route shows the smallness of the demand in
Montreal and is in no degree influenced by the cost of transportation from
lake Ontario to Montreal — 30 to 35 cts. per barrel — an amount insufficient
to affect the demand to any extent. Were flour carried now for 15 cts. per
barrel from Kingston to Montreal it would not add one hundred thousand
barrels to the trade of the St. Lawrence. But twelve years unremitting at-
tention to these matters has taught us the almost impossibility of projecting
works to be executed at the expense of the public with any degree of in-
telligence and skill, or conducting them with the economy, order and meth-
od so necessary to insure success. As long as the money holds out the po-
litical adventurers will cry out for more and backed by their political engi-
neers will succeed as they have in New York, in saddling the people with
an enormous debt and a lot of preposterous works, such as the Chenango,
Black river, Genesse valley canals and the enlargement of the Erie, on '-
which 20 millions have been spent and which will require 20 millions
more to complete them, the interest to be paid by taxation.
•izi-,-
*^ BEAtTHARNOIS CANAI.. ' i' -
Some astounding developements have taken place with reference to
this portion of the St. Lawrence canal. Those of our readers who see the
"Civil Engineer," the organ of the profession in England, may recollect
an article from the pen of Mr. Casey, on the " Canadian Board of Works,"
(Feb. 1843,) in which he places their integrity on a par with their capaci-
ty. We now see it openly announced in London that a notorious personage .
of the name of Wakefield, who figured some 16 years since in a most
infamous abduction case, was paid $60,000 for securing the construction
of the canal on the south bank of the St. Lawrence, through the property
of a company at one of whose meetings the above statement was made by
the directors ! Log-rolling is nothing to this. We console on rselves to
some small extent with the idea that the profession is not responsible for -
this barefaced bribery. That is, we hope that the Engineer, Mr. Hamilton '
H. Killaly, through whom this was effected, will turn out to be no engi-
neer at all. Indeed we do not see how it is possible that he should be, when .7
neither the Editor nor the readers of the " Civil Engineer" have answered
Mr. Casey's inquiry of September last as to the standing of Mr. K. in his
own country. Within a few days we have seen one of his most important
papers and such a document never emanated from any other engineer — iS
he be one — as all will admit who see this extraordinary production. Taken j.
in connection with the $60,000, the " modus operandi" of placing the canal .
ott-the south or Beauharnois side is traced with a pencil of light.. .
9Bi Prince De Joinville^s Pamphlet
But we will always show fair play, and if any of our readers can refer
us to any canal or railway in England or Ireland, however small, construc-
ted under the direction of Mr. H. H. Killaly, we will cheerfully insert an
account of it in our columns and thus answer in part Mr. Casey's adver-
tisement of Mr. K. (for such it is) in the " Civil Engineer," the readers of
which Journal are obviously at fault, though they of course comprise the
entire profession in England and Ireland, and though Mr. Killaly speakt
of his " long professional career." They certainly ought to be known to
each other. We may perhaps introduce Mr. K. to the profession in the
United States in another number by means of some extracts which, our
readers will be forced to admit are somewhat different from anything they
have ever seen.
PRINCE DE JOINVILLE's PAMrHLET.
The Prince's pamphlet on the importance of a steam navy to France is
published at length (translated) in the Civil Engineer's Journal for July.
The editor very truly says that the Prince is a person of much common
sense when he pleases and — when not speaking for " Buncombe" which is
pretty nearly the American for "young France" — the tone, style and man-
ner of investigation are those of a truly practical man, well versed in his pro-
fession and who has given much attention to the higher departments of the
service. It is of interest to us as showing the important part which the
civil engineer is to play in another war, and, still more so from the great
stress which the Prince lays on the importance, indeed the necessity of en-
couraging private enterprize and not trusting to government establishments
the difficult and complicated machinery of men-of-war steamers. We
make a few extracts.
" One fact of immense import, which has been accomplished of late years,
has given us the means of raising our fallen naval power, and of making
it re-appear under a new form, admirably adapted to our resources and na-
tional genius.
" This fact is the institution and progress of steam navigation.
" Our navy could only be an artificial creation when the empire of the
soa belonged to the one who put afloat the most seamen. Our ruined mer-
cantile navy no longer furnished us seamen enough ; we should have vain-
ly struggled to avenge affronts, to efface melancholy remembrances ; but
when even temporary success had attested the courage of our seamen, num-
bers would in the end have stifled our exertions. The steam navy has
changed the face of everything ; now it is our military resources which are
about to take the place of our impoverished naval personnel. We shall
always have enough officers and seamen to perform the part still open to
a seaman on board a steamer. Machinery will supply the place of hun-
dreds of arms, and I need not say that we shall never want money to con-
struct engines, still less that we shall never want soldiers when the honor
of the country is to be maintained.
" With a steam navy, the most audacious war of aggression is permitted
by sea. We are sure of our movements, unshackled in our actions. TimC;
weather, tide, no longer disturb us. We can calculate to the day and hour."
" In all, England now reckons one hundred and twenty-five steamer*.
' . ;^ Prince De Joinville^s Pamphlet ■:H 286
Of this number, seventy-seven are armed, and to these must be added two
hundred steamboats of superior quality, fit for carrying heavy guns and
troops,- which the merchant navy could furnish to the State on the very day
they were wanted. r
That is not all : to form an idea of the real force of this steam fleet, we
must have seen close at hand how formidable its equipment is, we must
have seen the care and skilful foresight with which everything has been de-
signed. The English war-steamers have not been designed warranted good
for every kind of service without distinction, in their construction only one
idea, one end has been in view — war. They conjoin with a marvelous fit-
ness for sea purposes, high speed, powerful artillery and plenty of stowage
for passenger troops."
" What they particularly wanted was to be employed on stations where
they could be put in comparison with foreign vessels. This inconvenience
together with the prejudices exclusively prevailing in favor of the sailing
navy, was the reason why thg progress of our steam fleet from 1830 to 1840
was so nil. Science however had progressed. The royal navy of Eng-
land having leisure for experiments, and further, having under its eyes a
merchant steam navy in which number and competition produced daily pro-
gress, turned out some magnificent vessels."
" By an excess of foresight too common with us, the administration has
thought fit first of all to create repairing establishments for the new navy.
In all our ports now rice magnificent factories enclosed in stately monuments.
These factories are for the purpose of repairing the damage, and providing
for the wants of the steam navy, and this navy is only in its infancy.
" However as these large factories cannot be left without employment nor
the workmen without work ; as besides in the nature of things, all the
Steamers we have are employed at Toulon, and that there are only steamers
to repairs at that place, what has been done with the factories constructed in
the ports of the ocean? They have been employed in manufacturing en-
Sines, instead of giving the contracts for them, as a premium to private in-
ustry.
" We had already Indret and its costly productions. Was it necessary
to add to this luxury of establishments? Was it requisite to employ the
money destined for the increase and improvement of the fleet, in raising
monuments of which the iinmediate utility is far from being demonstrated?
" We have always been inclined to increase without limit the immovables
of the navy, to the detriment of everything efficacious and active in the de-
partment. It would be good to try the other plan, and I am convinced that
we should readily find the means of arming a true steam fleet and encour-
aging a useful trade, by requiring from private establishments, fine and good
machines, such as they know how to produce. c
" If I were here to trace the true state of our steam navy, if I were to
say that of this number of forty-three steamers afloat borne on the budget,
there are not six fit to compare with the English vessels, I should not be
believed, and I should still have asserted the strict truth. The greater num-
ber of our vessels belong to that class good in 1830, when they were turned
out, but now, most certainly much behind present improvement. These
vessels subjected in the Mediterranean to a navigation without repose, have
almost all reached a premature old age. As I pointed out just now they
are no longer suflicient for the service of Algiers and the political missions
on which they are sent, for want of better vessels. The officers who com-
mand them blush at seeing themselves weak and powerless, I will not say
.^■.«;,.f'
';■ Herapalh^s Railway Magazine.
alongside the English ouly, but the Russians, the Americans, the Dutch,
the Neapolitans, who have better s-teaniers than ours."
" Perhaps the use of the screw, by leaving the steamer all the power of
a sailing vessel, will some day produce a change in the state of things.
Steam will then become a powerful auxiliary to our cruisers, but this alli-
ance of sail and steam would change nothing as to what I have before laid
down. The steamer destined to serve in squadron or on our coasts, should
always have a high speed, by steam alone, as the first means of success."
Omitting the appeals to the worst passions of the French, their " love of
glory" as they call it, but their insatiable desire for plunder as it is only too
well known to be by most nations and certainly by the American commei'
cial marine, omitting this which the Prince has probably introduced as a
matter of necessity rather than of taste, we think his views compare very
favorably — indeed they completely overturn the position of the spirited but
unfortunate Captain Stockton, who had the egrfigious vanity to imagine and
even to announce, just before the terrible disaster at Washington, that the
discoveries and improvements introduced in the Princeton would change
the entire system of naval warfare and wotild put the weakest nation on the
ocean on a level with the most powerful ? The Prince shows, though he
does not admit it, that steam has actually increased the relative power of
England, and it is easy for us to gather from his statements that, in six
months, the United States would be more- than a match for France, as re*
gards steamers^ owing to the skill and immense capabilities of our private
engineering establishments.
IIERAPATIl's RAILWAY MAGAZINE.
We are indebted to some kind and attentive friend — for such we must con-
sider him — for copies of this spirited periodical, immediately on the arrival
of the steamer. We have in this number an article on " Railway Legisla-
tion" and can give no stronger proof of the accuracy of the editor's views
than, that all and more than all the evils he anticipates from the interference
of the governmrnt there, are matters of fact here where the States have
taken works into their own hands. In our next we may recur to this sub- '.
ject, to which we devoted much attention some time since. Indeed a long
article was copied from the Journal into the III volume of the " Civil En-
gineer," in which the unhappy effects of government engineering were
pointed out and where the editor of Herapath's Railway Magazine will ■
find some of his worst suspicions borne out by our experience. There is
liule probability that any new works will be undertaken by the States, and
at this moment Canada stands alone as the advocate of the " system" which,
in the case of the Beauhamois canal, they have certainly carried out with "
great additions if not improvements. On the other hand, private enterprize
here is recovering from the effects of its long struggle with the State gOT-
ernments and railways are rapidly extending themselves in all directions.
Indeed all we ask is to be " let alone," and the country will soon have rail-
ways and canals of the firet order wherever they are required, and that toa
Opening of the Long Island Railroad. — RaUwof Spied. 5887
without either the taxation of New York and Canada or the repudiation of
Pennsylvania and Michigan.
OFENING Oi: THE LONG ISLAND RAILROAD TO GREENPORT.
On Saturday, Aug. 3d, the officers and directors of this company with a
very large number of invited guests, among whom were the corporations
of New York and Brooklyn, most of the notabilities of Long Island, Jas.
De Peyster Ogden, prsident of the chamber of commerce, the officers and
directors of the New Jersey railroads, and very many other citizens, amoun-
ting probably altogether to some five hundred persons, made an excursion
to Greenport and back to this city.
The party left Brooklyn at 8 o'clock in three trains of cars ; the leading
train making only two stops, arrived at-Greenport in 3 hours and 35 mi-
nutes ; 6 minutes were occupied in taking on wood and water, thus reducing
the the tune occupied in running over the distance of 95 miles to 3 hours
and 29 minutes- The engineer expressed an opinion that with the new lo-
comotive now building by the company he will be able to run over the road
in less than 3 hours.
Time occupied in running from Brooklyn to Jamaica 23 minutes, dis-
tance 11 miler.
Hicks v 11 le,
Farmingdale, ....
Stopped for wood and water, - •
To Deer Park, - - , -
Thompson station, . - -
Suffolk station, ....
Medford station, - - - .
Carman's river, ....
St. George's Manor, ...
Stopped for wood and water, •
Riverhead,
Greenport, . . - i -
We should be pleased to give an account of the grades, curves, stations,
engines, cars and cost of the road, such as is given of the Central road in
this number. The trains now run daily to Greenport and the distance to
Boston by this route is accomplished in about 10 hours. The company are
constiucting a tunnel in Brooklyn in order to dispense with the use of hor-
ses. They go now thirty miles an hour with sixteen ton engines. A pret-
ty severe trial to any track and a speed they will find it difficult to keep up.
The number of passengers taking this route is very great and we only
hope our anxiety for its success has made us overrate the difficulties to be
overcome in order to maintain an average speed of 30 miles per hour.
RAILWAY SPEED.
In our last week's impression, we gave a circumstantial account of the
opening of tha Darlington and Newcastle railway, which completes the
line of communication between the latter town and London. The special
train which conveyed a party of directors and friends from London to New-
castle on that occasion, accomplished the journey, 303 miles, in the short
space of nine hours and thirty-two minutes, being an average of about thir-
ty-two miles an hour, including stoppages ; but as this naked statement
Houre.
Minutes.
Milea dis.
56
26
1
6
31
3
1
21
37
- 1
31
43
1
35
46
- 2
1
65
2
13
61
. 2
27
3
66
2
48
74
3
35
96
Miles.
Hours.
Minutees.
Rate pr. hr.
83
2
11
38 miles.
49
1
22
36 "
63
1
28
43 «
24
0
37
29 "
45
1
13
37 «
39
1
20
20 "
303
8
11
288 Beauharnois Canal. — Nortotch and Worcester Railroad.
would supply a very inadequate idea of the actual rates of progrew on
some pans of the line, we now give a tabular view of the performance.
The train left the Euston square station at 3 minutes past 5 in the morning
and reached Newcastle at 35 minutf-s past 2 in the afternoon. The follow-
ing are the distances on the respective portions of the line, the time consa-
med in passing over each, and the rate per hour run: —
London to Rugby (Birmingham line,)
Derby, (Midland Counties,)
Northampton, (North Midland,)
York, (York and North Midland,)
Darlington, (Great North of England,)
Newcastle, ,
Average 37 miles an hour.
The remaining time, 1 hour and 21 minutes, was consumed in stoppages.
Of course, it would not have been prudent to run over the newly opened
portions of the line at much more than the ordinary speed ; but the rate of
progress upon the older portions, considering the distance, is really aston*
ishing, that on the North Midland especially ; and we believe the perform*
ance altogether is quite unprecedented. — Leeds {Eng.) Mercury.
BEAUHARNOIS CANAL, AGAIN.
Little did we think when penning our brief article on this canal that we
should so soon find such remarks as the following in a Canadian paper.
" It was our intention to have occupied our leisure during these dull times
with an exposure of that most horrible and scandalous of all jobs, the Beau*
harnois canal, having acquired information to an extent never dreamt of by
the guilty parties concerned in the nefarious business, but the truth is, we
dare not. The various participators in the lare bribe of £12,500, occnpy
too high a station in office and society to be mfely exposed, even whwi a
journalist is doing a public duty and has truth on his side. Nothing but a
committee of the Legislative assembly can bring this iniquity to light."—
British Whig, Kingston, Aug. 9, 1844.
NORWICH AND WORCESTER RAILROAD.
For July, the increase of income on this route has been $9326, or aboof
75 per cent, over July 1843 ; and in the first seven months of this year, the
gain has been $40,000, or 25 J per cent. This greatly exceeds the ratio of
gain on the Western, and if continued through the coming five months,
will, by December 31st, amount to $85,000, and added to the surplus of
last year over mterest and expenses (which was $25,000) will give a net
revenue of $110,000. or nearly seven per cent, on the capital stock, and
will leave a reasonable reserve fund besides. — Bost. Trans..
CONTENTS.
Atmospheric railway,
Central railrnad,
Housatonir railrnad report,
Railways in Mirhipan,
On plank rnads in Canada,
f>corc:>a railrnad report,
Ruspensinn aquednct.
MortbMB raiii snis.
Page. rac*.
2S8:Enf!Ush railway bill, 977
267 Wetland canal, 9B1
270 Reauharnois canal, 283, 988
271 Prince De Jninville't pamphlet, 2BI
272 Heiapath's Railway Mai^zine, 98t
273 Opening nf the Long Idaiid railroad, 987
276 Railway sp«-ed, SB7
. ^Wonrmv^ WoroMiMr railroad. , . |p
'■"""■v^'-:'v, ' .--:.'.-"-^"!'>^S.. ^ ' " '"^i-■K— ^:^^
AMERICAN
RAILROAD roURNAL, ft
AMD
MECHANICS' MAGAZINE.
frrif
'^t''t^^l-re:r.!ri:lv?nce;o?3"oge.^foT>^°^ j D- K. MINOR, EUUor.
'*AJd-J^I..^i OCTOBER, 1844. j^vt.^"^^' ;
II. " ' «.
READING RAILRAOD.
Mach has been said, written and published in relation to this railroad,
and its managers. Bold predictions have been made in relation to its dura-
bility under the trade which it is destined to bear ; and as to its ability ta>
compete successfully with the canal for the coal trade. From some causOii
to a stranger wholly inexplicable, there exists in the minds of many of tjie '
wealthy citizens and business men of Philadelphia, a strong prejudice and
opposition to the work. If doubts of its success, or predictions of its fail-r
ure, or even curses loud and long could have suspended its progress, k
would now be numbered among the things that were; and notwithstanding
the great benefits which it has already conferred, and will hereafter confer,
on the coal consuming community, there are thousands who would rejoic*'
to have it prove a total failure. It is to be hoped, however, and it is confi*-
dently believed by those who look at it with a favorable eye, that its sue*, '
cess is certain.
This work was projected and commenced during a period of great pros*,
perity — but like many others, it was overtaken, before completion, by a gen . '
eral depression of trade and unparalleled derangement of the financial af: '
fairs of the country ; and, but for the most determined perseverance and en-
ergy of its friends, it would probably have been suspended before it reached, '
the coal region, thereby rendering the part completed in a great degree value*
less. This, to many, desirable result, was avoided, and by great eflbrt the
road was opened to the coal region in 1842, in which year 49,000 tons and
in 1843 230,000 tons of coal, besides other freight, passed over it. This
year the coal tonnage will not fall much if any, short of 450,000 tons,'
which will make the aggregate of tonnage over the road since its comple-''
tioo about equal to 1,000,000 upon the single track mainly. In consequence-
of having but one track completed it has been necessary to keep up a high-
er rate of speed, with the coal trains, tran is considered proper, which has
be©» to some extent injurious )fcp,the^^nuil8 J yet, on an examination such as
i"*
S90 Reading Railroad.
we were able to give, at the various stopping places in passing twice over
it, we are of the opinion that most of the rails now in use on the first track
will sustain a further tonnage two or three times greater than has already
passed over them. The second track, more than half of which is com-
pleted and the remainder in a state of forwardness, which with six new lo-
comotives of great power, and a large number of new iron cars of impro-
ved construction, will enable the company to increase their business largely
this fall, and to be in readiness on the commencement of business next year
to work at much greater advantage and economy than they have hitherto
done.
The new track is laid vvith a rail of 60 lbs. to the yard, and of much
better form than that first laid down, having at least double the thickness or
amount of metal, in the tread^ thus giving it greater strength and durability.
The new cars are of iron throughout, and of capacity to contain ^r« tons
instead of 3J — the capacity of the wooden cars — and of superior form and
construction, having springs at the connection, thereby relieving them to a
considerable extent from the effects of the shock in starting the train, which
is very severe when the train consists of one hundred cars with 375 to 400
tons of coal, which is now a common load for the new engines.
The company have now a good supply of locomotives of various kinds,
many of which have been considered of great power ; one made by Messrs.
Baldwin, Vail and Hufty, took a train of 100 cars, or a gross load of 481
tons in February 1841, and another the " Monocacy," from the New Cas-
tle Manufacturing Co., took 100 cars with 335 tons of coal at a load.
These and others in use on the road, have been considered superior engines
— but those recently put on, the " United States," the " New England," the
" New York" and the " Ontario," from the manufactory of Messrs. Baldwin
and Whitney, surpass any, it is believed, that have heretofore been construc-
ted in this, or any other country. They are called 16 ton engines, but are
somewhat heavier, and are on six wheels, 46 inches diameter, all connected
as drivers and all in front of the fire box. Cylinders 15 inches diameter,
and 18 inch stroke. The boiler has 137 tubes 12 feet long, 1| inch diam-
eter. The calculated maximum load 750 tons — which one of these, the
United States, has performed repeatedly, it is said, during the months of July
and August ; and with such ease that it is estimated that she will haul on a
level 1000 tons, gross.
The company are also extending their wharves and depot at Richmond,
on the Delaware, so as to accommodate a large business. Last year and
the early part of this, they could accommodate and load at the same time,
from 15 to 20 vessels, and by the opening of next season they will be able
to load 30 to 35 at the same time ; which, with the completion of a new
branch road, from Mount Carbon, ten or twelve miles up the valley of the
Schuylkill and a connection with the Little Schuylkill railroad at Port
Clinton, by which a large additional trade, now given entirely to the canal,
for want of connection with the railroad, will ensure a vast increase of bu-
'^ :r Baltimore and Susquehanna Railroad. -: ^1
siness next year. Indeed they are now, in their unfinished ccmdition, with
but a track and a half, short of cars and locomotive power, performing
more labor thaa any other railroad in the wOrld ! They are at this lime
hauling over 190,000 tons, one mile daily. Where is the other road doing
as much ? In a few weeks it will be increased to 250,000 tons ; and next
season to a much larger amount, and at rates much lower than have ever
been known before ; thus reducing the cost of fuel to a large section of
country on the sea board, and along the navigable rivers and canals, to an
amount not less than one and a half or two millions of dollars a year —
which, in five or six years, would reimburse its entire cost — and contribu-
ting to the comfort and necessities of millions of people, and yet we find a
greater hostility existing against it in its vicinity than to any other work in
Uie country — to be accounted for, probably, on the same ground that the
introduction of improved machinery is often resisted in the manufacturing
districts, by the operatives — but in this case as in those, experience is sure
to eflect a change of feeling in the public mind ; and the Reading railroad
is destined to become one of the most successful enterprizes of the ag&
BALTIMORE AND SUSQUEHANNA RAILROAD.
'4. The enterprizing citizens of Baltimore, in their efibrts to secure their full
share of the western trade, have accomplished more in the way of roadr
and railroads than any other equal amount of population in this country
except Boston. Before the era of canals and railroads, their turnpikes were
at least equal, if not superior, both in extent and character, to those emana*'
ting from any other city of equal population in the Union : and when New
York had completed her great canal, and Pennsylvania had commenced
her improvements, Maryland, or rather Baltimore, dashed boldly into the
then almost untried railroad system, and commenced two distinct lines, the
Baltimore and Susquehanna and the Baltimore and Ohio railroads, for the
accommodation of the western trade. From thus dividing her forces many
difficulties have arisen, and, although much has been accomplished, the great
object in view, viz. to reach the waters of the Ohio river, has not yet been
attained ; of course all the advantages anticipated from the outlay of so
much capital have not been realized. >
The route adopted by the Baltinfore and Susquehanna railroad company
had many^bstacles to be surmounted, including two summits besides much
of the way laying through deep ravines, requiring many sharp curves and a
greater number of bridges, we believe, than on any other road in the coun-
try, there being over 80 bridges in 57 miles, to York. It was undoubtedly
the intention of this company to turn in a westerly direction after crossing
the Pennsylvania line and thus reach Pittsburgh by a continuous railroad;
but not being able to accomplish that desirable object they directed their-
course towards Columbia, on the Susquehanna, where they connect with
the Pennsylvania works — the canals westward and Columbia and Phila-
delphia railroad eastwaid and thus open an easy a^d pleasant communicar
392 Papers on Practical Engineering;'^
tion between Philadelphia and Bahimore ; and although the distance by
this route is somewhat greater between the two cities than by that through
Delaware, yet to those who travel to enjoy delightful scenery we would
heartily recommend the route, by York, Columbia and Lancaster either going
or coming, and thus enjoy the pleasure of passing through some of the most
highly cultivated regions and beautiful farms of Pennsylvania, and at the
same time through some of the wildest and most picturesque valleys in
Maryland. Leaving Baltimore at 9 o'clock A.M. the cars arrive at Phil-
adelphia at about 7 P.M. Fare, $3,50 through.
When in Baltimore a few weeks since, we were^ through the politienesi
of the president of the company, invited to accompany the directors over
the road to York and Columbia, which enabled us to form some opinion of
the extent of their operations, their system of police and the character of
their engines, cars, etc.
On leaving the office in North street, the cars are moved by horse power
for more than a mile, until they arrive at the main depot and machine shop,
quite out of the city. Here an exchange of horses is made and one of
iron taken. The locomotives of this company are of an efficient class ;
taking heavy loads over their 80 feet grades, with great ease ; but of these
we hope to be able to speak more definitely hereafter. Their cars are of a
superior description. The passenger cars have one safeguard quite new to
us and which we would earnestly recommend to other companies, and espe-
cially to those who use the flat bar rail. They have put an under floor of
inch oak boards to all their passenger cars, which will prevent accidents
from " snake heads" from which some sad ones have occurred in this coun-
try. The cost is but trifling, yet the security afforded to the passengers, we
are induced to believe from our own observation, is sufficient to render its
adoption imperative on every flat bar road in the country.
l^he freight cars in general use on this road are superior, in many re-
spects, to any we have seen, that is, they carry a greater amount of freight
in proportion to the weight of the car, than on most roads. They have six
wheels, the body is made light but strong, resting on wood springs, consist-
ing of two pieces each 2 inches by six, and 13 feet long, of white ash plank.
Other companies will do well to examine them and either adopt, or improve
upon them. The success of railroads will depend much on the introduction
of improvements in the various details in their management ; and in no one
particular is greater economy to be introduced, perhaps, than in the weight
and construction of cars ; many of those now in use are altogether too
heavy in proportion to their capacity, especially on the Pennsylvania roads
where the State furnishes roads and motive power and the forwarders own
the cars or section boats, in which about two tons of freight are carried for
ihree tons of dead weight, or car !
The charge for freight on merchandize, produce, etc., on this road is,
from Baltimore to Columbia, 75 miles, $1 12J per 1000 lbs., and on plas-
ter 80 cents. The police of the road appears to be excellent. We havi a
4v
"■ Papers on Practiced Engineering, 398
wpy'of the figgulations before us which appear to be well arranged to insure
safety, if followed, and the best evideace that they are attended to, in our opin-
i(ni.i3,tk^ very few accidents have, as we are informed| occurred oa the road.
PAPERS ON FRACnCAU ENGINEHUNG; NO. ^
il special report on the Sea Wall, built in the year 1843, J^f the preserva-
tion of Ram Head at the northwest end of LovelFs Island, in the har-
bor of Boston, Mass., by CoL S. Thayer, U. & corps of Engineers.
We are indebted to a friend f«r a copy of No. 2, of these most welcome
and unexpected papers. The great variety of work executed under the sn*
perintendence of the U. S. engineers, the scientific acquirements of the corps
and the circumstance of their having leisure to investigate and calmly note i,
down the numerous details of construction so interesting to the profession,. ;.
iead us to anticipate much good from the publication of these papers. Our
readers are acquainted with the papers published by the Royal engineers to ^
which, as well as to the Transactions of the Institution of Civil Engineers,
their costly mode of publication is a most serious objection. The present
number is by an officer as well known as he is highly esteemed. ,s»r ^-
By an act of congress, passed March 3d, 1843, the sum of $16,000 was
appropriated for a " sea wail on LovelPs island, Boston harbor." The part -
of the island intended to be secured is called Ram Head, a small remnant
of one (the northwestern) of the two eminences originally forming the ;
island, or rather, probably separate islands, until in process of time, the
water course between them became filled up by the debris proceeding froni '
the destruction of the former. These debris, consisting mostly of very •
coarse gravel and pebblestone, have moreover been driven southerly in the
direction of Gallop's island, and pushed far into the main channel, leavings
the present width of the channel at this place about two hundred yards. ^
These changes, viz : the abrasion of the island, and consefjuent invasion of
the channel, have been steadily advancing up to the present time, and so ra-
pidly of late years, as to render it almost certain, that the latter would b(t t
closed at no distant period, unless the evil could be arrested by the preser-
'tation of Ram Head. Such was the origin and object of the work about
c4o be described.
^ The topography of the site, and the position, form and dimensions of the
'^Itea wall, generally, arc exhibited in the sheets of drawings herewith sub- -
mitted. The levels are referred to the plane of (extreme) low water, cor- \_
responding to that of the map of George's island, executed by Col. Kearny.
The beach, to the distance of several hundred feet, and in some directipnt
to a much greater distance from the wall, is a little above the level of half ■"'
tide ; varying from seven to ten feet above the plane of reference. It con*
sists of pebbles embedded in hard clay, and is protected from further abra* :
sion by the large stones (boulders) covering its surface, probably remaining
near where they fell from the bank as it receded, being too massive to be
swept away by the sea. This beach may therefore be considered as per*
'':fUMent.
Above the foundation, whicn consists entirely of befon, the wall is faced
«p to the coping with blocks of granite in regular courses of about two feet . .
each in thickness or rise. Every course consists of headers or stretchers ..
placed alternately, their dimensions being as follows, -viz J * *^?^ -^ *Av
9H
Papers on Practical Engineering,
Headers. — None less than four feet, or over five feet long, aTerage ahmit
4' 8" ; least width two feet, average width 2' 3" ; the widths being measured
on the narrowest heads, which are always in tlie iace of the wail.
Stretchers. — Length. — None less than six feel ; aterage length about
eight feet. Width. — No bed less than two feel.
The stretchers are so jointed, as to be three inches longer on the back
than in front, thereby forming a dovetail joint with the headers. These
last, being widest in rear, are thus also kept in j^ace by the backing of the
. > wall, which is composed wholly of beton. Thus all the materials of the
wall are inseparably connected by a system of dovetailing.
The entire beds and joints are hammered full, and kid in contact, stone
to stone, the cement mortar in which they are kid only filling the small
cavities between the touching points.
Headers, two feet in thickness, in part five feet, and in part 4' 3" long,
and averaging 3' 9" in width, constitute the coping course.
The number of stones in the wall (headers, stretchers, quoins and capi
'inclusive) is 903, amounting, when hammered,^ to 901 85 cubic yards, or t*
, a cubic yard each on a general average.
The width of the wall at the upper surface (e» which the coping rests)
• is 5' 6", and the average width, including the foundation, is about six feet.
There are in the foundation 5405 cubic yards, and in the backing of the
l^/Superstructnre ?96'7 cubic yards, altogether 1336-2 cubic yards of betotr,
^which added to the granite faring and coping above stated, make the con<
teats of the wall 2238 07 cubic yards.
Cost of Masonry.
$4097 21 -ir 901 86 = $4 54307
Stone in the rough,
Mortar materials,
Dressing,
Laying, -
Machines aiul toob,
(i
019433
286639
062952
044806
037480
175 26
268508
56774
40409
Receiving and hauling materials, 33802
Total cost per cubic yard, - - • $9 06617
Foundation Beton.
^ f Cement, 266-37 pounds = 3* eub, ft. stiff paste, $1 -2820
fi iV K fi i Sand, 674 pounds = 82 cub. ft loose = 675 cub. ft.
0 17CUD. It. 1^ perfectly compact, - - - . ai715
Gravel, 2513 cub. ft., - . - .... 0.2397
* Making mortar, - • ' - 0 0647 days f
Mixing beton, • if«(i<«fifcr4i«Rj^^M><'!*0 1090 « J 02595
Transporting do. - - - ' 00545 " ] day» 03059
Packing do. .... 00313 « L
Tools, implements, platforms, runs, hauling sand, etc., etc., OlliSl
« Total cost per cubic yard, - - - - $21109 .
Backing Beton.
• , * ( Cement, 281 i pounds = 3 28 cub. ft stiff paste,
« CUD. It. ^ g^i^^^ ^4 J jjjg 4j^p3^9 cu ft, loose =7 2 cu. ft. compact.
Gravel, 24 1 cubic feet,
Making mortar, - -
Mixing beton.
Transporting do. • 'n .f .-<,.. ^a^;^
Packing do. . -' - -J^f
Tools, implements, platforms, etc:,'^^*"*'
Total cost per cubic yard,
0O648 days')
01214 «
00555 «
00761 «
$14066
01899
031298
03178
days
W4.V- J ■»#*'/» ".^^-V-
0 3753 f
0112< ^
i£. . - ■_ •^.'i!: • r
'■;.■.*•
^ ^ Peipers tm Practical Engineering. *
^i<:-: -r -■■■ <v.;--'V.
A^enffe cost of the whole beton (foandatkni and backing),
$2981 35 ■*■ 1336 2 ^ f 2'2318.
^' Entire Cast of Mmsonry,
Stoaewerk, 90186 at $9<J5617 $816740
Beten, 133621 at 23129 298136
Total, "223807 at 49814 $1114875
\ A batch -of mortar was composed as follows : ' '
Cement = 1 cask 3214 pounds (arerage) = 375 cubic feet stiff paste.
Sanrf =two wheelbarrow boxes heaped = 856f pounds damp from heap
= 10^^ cubic feet loose = 8J cubic feet reduced to minimum bulk.
• This dose of sand was about 50 per t;ent greater than wxniW have been
used in mortar for ordinary masonry, or for beton in caps or arches. The
result of the mixture was 10 J cubic feet of stiff mortar = 11 cubic feet in a
limber staite, 8i>ch as w4ien used. There were made in aM 111J8 batches =
1128 X lOi = 11562 cubic feet = 428 22 cnbic yards, costing as follows :
Cement = 362 400 pounds at \ cent, - • - _, 1812-00 '
iSani = 476 92 tons fl< 61 cents aeariy, - • -" 249-24
Laber^ includinf transport of mortar to betoa bed, average dis>
tance 40 yards = 86 6 days., .... - 102-33
$215757
Cost ef cubic yard of Mortar. --
Cement = 846 06 pounds = 99 cubic ft. stiff paste, - 4-231
Sani = M1373 tons = 27 cubic ft. loose = 22^ cubic ft. pcr-
fBctly compact, ...... 0 666
Laior = 02019 days, . • - • - - 0^39
27 cubic feet at 18§ cents, - - - • $6038
The mortar was made by hand, in a box T long, 5' wide, and 11^" deep,
which had been constructed for a different purpose, but answered sufficient*
ly well for this. One half of the sand was first put in and spread, then a
cask of cement, and over this the remainder of the sand. The water (salt)
was then added, and the mixture effected in the usual way by two men, to
whom a third man was occasionally added.
The batch of mortar above described = 10^ cubic feet was mixed, for
foundation beton, with eight barrows full of shingle = 31^ cubic feet and
for backing beton, with 7 barrows full =27^ cubic feet. With respect to
the latter, however, it is to be remarked that the whole of the mortar was
not mixed with the shingle, a certain portion, say about six per cent., being
applied to the surfaces in contact with the beton in the wall. The shingle
was of every size from that of a pea to pebbles of 6 inches diameter, and
the different sizes so proportioned as to give a minimum void. Although
this void was not accurately ascertained, yet, judging from experiments with
other materials not dissimilar, and from the bulk produced by the mixture
of given quantities of the shingle and mortar, I feel safe in stating it at
somewhere between 20 and 25 per cent, of the volume of the shingle.
The process of fabrication was briefly as follows:
T%e shingle having been brought in wheelbarrows from the pile or depot
near by, and spread on the platform (formed of rough boards) in a layer
from 8 to 12 inches in thickness, (according as the materials are more or
Inss coarse) the finest shingle at bottom, and all the pebbles at top, the batch
of mortar i|pBpread over it as evenly as possible. The mixture is effected
by four men, viz: two with shovels and two with hoes, the former fiicing
each other, and each commencing at a comer of one of the sides of the
pile, work from the exterior towards each other, until they meet, throwing
296 Proposed New Route by Railway to Boston.
each shovel full so as to form an irregular ridpe, the commencement of a
new pile, at a convenient dkstance on one side. They then step back and re-
commence a new section (the vtidth of the shovel) and operate in the same
Aanner deposhing ihii portion by the side of the other, until the whole ma89
b. turned and formed with the aid of the hoes into a heap similar to (he ori-
ginal. As each shovel full is turned up and spread, or rather scattered by
a jerking- motion, it is seized by the hoe and brought into proper form and
position being thereby vnofe intimately mixed. The heap is again turned
jn like manner, but in the opposite direction, when the mixture is complete,
all the surfaces of the shingle being well covered with mortar.
It is scarcely necessary to observe, that, the snccess of the operation de-
peods entirely on the proper management of the tools, which, although not
a difficult act, is>seldom atta,ined without the particular attention of the over-
fleer. The ordinary gang, exclusive of moitar makers, wa» as follows :-
For foundation Beton. - tl
► ;.. 4 nwn bringing shingle ar>d mi.xing.
'\. 2 men transporting beton, {each filling his own barrow) and mixing.
1 mar. at trench, levelling and ramming, to whom two others were occa-
sionally added, in which case four men were kept constantly at the shovel
and hoe, turning and mixing.
^^ For Backing Beton.
J -J 2 men bringmg shingle and mixing.
2 men wheeling beton and mixing. ' ^
2 men at the wall, one plastering the surface in contact with the beton,
the other arranging the beton and ramming.
£ach course of facing stones was backed up as fast as laid, the back of
the beton being sustained by moveable boxings, each consisting of a couple
of 2" planks about 20 feet in length, fastened together, edge to edge, with
battens, and kept in place by plank or joist braces in rear. These boxing*
eottld be safely removed in several hours after the beton was packed.
-^^ '^''^•AWOTHER nAILROAD ROUTE BETWEEN NEW YORK 3c BOSTON.
We have received a circular sigr>ed by the principal citizens of Middle-
town Con., in which they call the attention of the inhabitants along the Hoe
to the project of a railroad through Middletown to Norwich, and thence to
Providence and Boston. They say that " at the last session of the legisla-
ture of the State of Connecticut, a charter was granted for a railroad in
continuation of the Hartford'and New Haven railroad, to the line of New
York State, in order to perfect a continuous road from Boston to New York
city, at all seasons of the year.
"Another charter was also granted, to connect the city of Middletown
with the Hartford and New Haven railroad ; and it is now proposed to con-
tinue this road from Middletown, east to Providence and Boston via Nor-
wich, by occupying a part of the Norwich and Worcester road to the most
convenient point diverging therefrom to the Providence and Stonington
road; or by such other route as upon examination shall prove most practi-
cable. This project, if carried out, will place Providence, Norwich, Mid-
dletown and the intermediate towns, forever on the great mail route from,
Boston to New York city."
Of the advantage and convenience to the people on the proposed line we
have not a doubt The following comparative statement of distances be-
tween it and th^ Springfield route shows a saving of 19 miles.
MensureAion of Excavation and EmbankmenLL^ 297
New Haven to Boston by proposed route.
Now Haven to Wallmgford,
Wallingford to Middletowo,
Middletown to Norwich,
Norwich to Plainfieid,
Plainfiehl to Stonington, R. I.,
Thence to Providence,
Providence to Boston,
Total,
10 Okies.
13
32
15
24
13
«« t
41
K
148
U
l(
New Haven to Boston, via Springfield, Ms.
New Haven to Hartford, 37 milas.
Hartford to Springfield, 86
Springfield to Worcester, 59
Woroester to Boston, 45
ToUl, 167
148 •*,*;>
19 "i^
Total extent of new road to be constructed on proposed route, 69 miles.
Difference ki favor of proposed
route, 19
<MI THE MENSURATION OF EXCAVATION AND EMBANKJIENT UPON CANALS, ROADS)
AND railroads: by elwood morris, civil engineer.
On directing the attention to public works, one is immediately struck
with the vastness of the amount of money expended in excavation, embank-
ment and masonry: forming on the roads and railroads, usually the chief,
and on the canals nearly the only items of outlay. We have the authority
of the Chev. de Gerstner, that the 3000 miles of railway this year in ope-
ration in the United States, cost sixty millions of dollars.* Of which,
perhaps, forty millions were laid out in graduation and masonry alone.
When to this, we add the immense expenditures for similar objects upo^
the canals and roads of the Union, will it be too much to say that near one
hundred millions of dollars have been disbursed in the earthworks, requisite
to reduce the routes to proper levels, and the archiiecturai constructions ne-
cessary to pass the streams.
This large amount of work having been done chiefly by contract, and
paid for by the cubic yard, or perch, the vast importance of accuracy and
i uniformity in calculating the contents of excavation, embankment and ma-
/ sonry solids, must be palpable to all. Unfortunately, great diversity has
existed, and still continues to exist, in the modes of mensuration adopted by
engineers J they may, however, in a general way, be divided into two prin-
cipal methods, and the modifications which flow from them; first, those
which depend on arithmetical and second, those dependant on geometrical^
. ,, average.
When we state that neither of these modes is exact, except in a limited
.' number of cases, we merely mention what is well known to every engineer :
but which is a reason not the less powerful, to induce us to seek more per-
4 feet methods.
The importance of this subject will, we trust, be a sufficient apology for
>, laying before the readers of the Journal of the Franklin Institute a few ob-
servations, with the hope of drawing to it the attention of abler minds.f
We are aware, that it is urged by some, that the modes of measurement
«re immaterial, provided, the values of the trait of measure computed in a
particular mode were kno\vn. a«d that mode generally adopted ; and this
¥ argument would have great force if any single rule or method of mensura-
tion was used in general practice. But while on some works the mode of
: computation imiformly errs in excess, on others it probably errs in deficien-
cy, or, otherwise, according to circumstances ; and this brings us back to
tJtie importance of a uniform and more exact mode.
•" See Jeamal Franklin Institute for September, 1839.
:^ t A treatise or tke menssrafioa of excavatien and embankment, froa the pen of a
. ;^ oortbera engmeer, well aWe to nanage suck a eultject, was lately announced as being ia
, ! 4hepress, it lias not however (the writer believes) yet been published.
Tnie work here referred to by Mr. Morris, is that of E. F. Johnson, Esq^ C. El, wTiidi
«ar leaders will recollect, was published at our office in 1840. Ed. R. R. J.
298 Mensuration ef Excavation and EmBankmenf.
The surface of the gronnd is regarded by the engineer, as bein|^ cotaptf
aed of planes, variously disposed whh relation to each other ; so that any
vertical section, will exhibit a rectilineal figure more or less regular. Thi»^
supposition, though ni>t strictly correct, is sufficiently accurate for practical^:
purposes, and avoids any necessity of entering inta the complex cakulation* ;
pertaining to warped surfaces.
The usual method of noeasuring excavation and embankment, is by taking'''
rertical sections, perpendicular to the centre fine of the canal or road, and t
- at short distances apart, in which the elevation or depression of numeroQS
points in the ground, above or below the bottom of canal or grade of road,
IS ascertained by the spirit level and rod, while their distances out, rigbir»^r
and left, are measured (generally) with a tape line. 'V
These elevations or depressions are commonly called plus or minus cut'
tings, or simply cuttings, and the distances of the several points from the
centre line are denominated shortly distances out. The cuttings then are ,
ordinates or perpendiculars drawn from the plane of grade or bottom, to in- ,
tersect the surface of the ground; and the distances out, are the horizontal
distances of those perpendiculars from the centre line, (measured at right c
angles) or the abscissa of those ordinates, which, by deduction, give the dls-'
tances apart of the separate cuttings.
• The details of the operation of taking the cuttings require great nicety,
but are so well known to practical engineers as to render unnecessary a de- ■
scription at length. We may, however, mention a general rule whicn must ^
not be neglected if accurate results are desired ; viz. At every change of
slope transversely, single cuttings and distances out, must Be taken, and of
every longitudinal change, sections of cuttings.
Upon rough ground it is customary to make the lateral distances apart
of the cuttings uniformly ten feet, which materially facilitates the subsequent
calculations. We may here observe that the cuttings and distances out^ '
are commonly taken in feet and tenths, and the regular stations of one hun- <
dred feet, are divided by cross sections (or sections of cuttings), into shorter
lengths if the ground requires, as it almost always does.
Some engineers have suggested the division, and we believe some hav9 ^
had their rods and tapes divided, into yards and decimals ; and some retain* ^
ing the rod and tape as usual, have made their regular stations fifty-four feet^ i.
and have spaced their cross sections where they required to be nearer, so,'
that their dfstances apart should be some aliquot part of 54 feet. These '
methods, though they somewhat expedite the office work where the quantf* -, '
ties are ascertained by the process of arithmetical average, are not, however.. -
generally adopted by the profession, A foot being usually the unit of lineal -i *
measure, a hundred feet a regular station, and the cubic yard' the unit of the
solidity of excavations and embankments.
The isometrical diagram, fig. I, plate I, represents a regular station. /^
of embankment on irregular ground, with an mtermedlate cross section* *
at 50 feet or midway. Base or width of road surface = 30 feet, slopes St '
to 1, a, b, c, d, «,/and g, are cutfings, minus cuttings, in this case; 1 : 2: '
and 3: are the sections of cutfings, or cross sections. C, C, is the centtef ^
line. ^' ;
Earth work on roads and canals is nsualTy laid oflf in divisions caired*
sections of half a mile or more in length,, and when a sufficient number tif
transverse seetions ei the ground have beea obtained, or technieally when
the " cuttings are taken," the transverse profiles or cross sections are drawn
upon paper, their areas calculated, and the solid contents of the excavations
and embankments computed ; generally by one of two xuleSj, viz;
Mensuration of Excavation and Embankmenty ■ 289
'Sffif.'i: Bp arithmetical average. — Multiply the sum of the end areas
by their distance apart, and divide the product by 6 and by 9 ; the result will
give, approximately^ the numbet of cubic yards in the given length of exca-
vation or emoanktneat.
No. 2: By geometrical average. — Multiply the^um of the end areas,
and the square root of their product, by the distance apart, and divide the
product by 9 and by 9. The result will be, nearly^ the number of cubic
yards in the given length of excavation or embankment.
All the dimensions ki both cases being in (eet and decimals.
Of these rules, P^o. 1, gives a rosuk always in excess, except when the
excavation or embankment solid, happens to be a prism or cylinder, or
when the sums «f the right and left distances out, are the same for both the
•end areas used.
And, No. 2, though accurate when applied to prisms, cylinders, pyramids
and cones, or their frustra, fails on application to the prismoid or wedge
as well as to embankment or excavation solids, on irregular ground, where
the difference is great between the areas of adjacent transverse sections.
Such is a brief sketch of the modes in common nse ibr measuring exca-
vation and embankment on roads and canals ; of which we may observe,
that the method, {No. 1,) and all others founded upon the same principles,
necessarily lead to errors, often of magnitude^ and particularly in deducing
*' deficient embankment," as is very well shown by Mr, Macneill, in the in--
troduction to his excavation and embankment tables published in 1833. It
is true, that engineers in this country would seldom &il to arrive at much
closer results than Mr. Macneill has instanced \ because, being well aware,
that this very convenient rule (No. 1,) always gives results which are in
excess in some ratio to the difference of any two areas averaged, they take
care to place their cross sections so aear together that this difference may
be small, and consequently by closely pursuing this course are enabled to
reach results proportionally more exact Indeed, the writer has often known
sections of cuttings on sidehfll, to he taicen but 10 feet apart longitudinally,
and in some extraordinary cases among rocks even at a less distance. - ^i
The rule Na 2, thoagh not liable to so many, nor s*ich strong objectiong,
is still obnoxious to some: and where greater, indeed almost precise, accti*
racy is attainable without much more labor, we cannot but think it highly
■desirable, and accordingly propose to develepe a method much superior, as
at appears to us. But before doing so, the writer distinctly disclaims any
attempt at novelty, as to the principles employed ; for they have been long
known •to those versed in iwensuration, and have also been applied to the
matter in hand by the eminent engineer before alluded to {J. Macneill, Esq.,
C. E., etc.,) hi his publication in 1833. It is believed, however, that as a
general pr<ocesSy the mode about to be laid down has not yet been used on
«ny work.
Upon the general supposition that any given length of excavation or em-
bankment is a solid bounded laterally by plane surfaces, and terminated at
both ends by transverse sections, or planes, perpendicular to the centre or
guiding line of the excavation or -embankment ; the contents of that solid
may be accvratcly computed by aad of the " prismoidal formula," used by
Mr. Macneill, wno gives a very good demonstration of it as applied direct-
ly to one of the solids imder consideration. Mr. Macneill's tables, though
carefully made out, and undoubtedly useful in a level country, are unfortu-
naitely not of very r«ady application to common cases, owing to the variable
transverse figure of the groiud not having been (and which iadeed i»
^'.■<f:fAl^t.
*s--
300 Mensuration of Excavation and EmhanJiment. .
scarcely capable of being) taken into the account in the tabular arrange
mftit employed by that distinguished practical writer.
The ^ Piisntokial Formula" referred to, is as iollows:
Parallel sections each perpendicular to the guiding line of the excavation
or embankment,
* Let > = the area of the base, or of a cross section at one end of a gireiv
* length of exearation or embankment.
" / = the area of the top, or other end section.
" IB = the area of a section midway between the two, and deduced from them.
g " A = the height of the solid, or perpendicular diMasce between tkeend
V sections.
,. " S = the solidity, ».
V Then the general formula = A + 4»i + < X i A = S. '^
* This is the rule for the capacity of a prismoid, demonstrated m almost
erery treatise on mensuration. And it is also the general formula for ther
mensnraticm of all solids, whose bases and tops, or edges, lie in parallel
planes, and whose sides are l>ounded either by planes or right lines ; and
from it can be drrectly deduced the eommon ruks fof the solidity of prisms,
etc., as will be shown hereafter.
• It applies to a prism or cylinder as a prismoid, (so to speak) of which
the two end sections are equal : to a cone or pyran^id as a similar solid, one
of whose end sections is nothing ; and for the same reason it is applicable
to the wedge. As the full demonstration of thi» remarkable property would
occupy much space, we prefer the inverse method of deducing from the
general formula, the common roles for the soKdity of prisms, pyramids, etc.^
the truth of which have been already pi oven by the writers on mensura-
tion ; this will be a proof of the general rule, perhaps quite as satisfactory
to the reader, and will, at least, have the recommendation of brevity. —'^
, General formula = 6 + 4»t + < x i* = S. t
^v 1. Prisms or CyHniersr. w
Here *=*»,. or 4« = 4ft, and t = bj substituting these values, gienentl iblP*
mula becomes 6 + 46 + frxiA = S, or 66x1^ = 3, or finally ft X A === Sy
which is the common rule, usually expressed thus,
■** Multiply the area of the base by the height of the prism, and the prp-
dbct will give the solid content."
^ By figures referring lo the diagram, fig. 2, plate I.
X. By General Formula.
• 10x8= 80 = 6
i'sfiiOx 8x4= 320 = 4»
mM^, 10x8= 80 = 1
By Common Rul«, „|
10x8= 80 = 6^
_48 = A
ixA = 3840 = a
V
«
^
480
8 = 1*
3840 = S.
2. Pyramids and Cones.
f Here t = o,m = \h,m 4m = 4, substituting these raluerf tfce general for-
mula becomes 6 + 6 + o x H = S, or 2 6 x i^ = S, or finally 6 x i* = 8,
which is the common rule usually stated in words thus,
— _ — . __ ^ — ■ rtiijt
* This subject is noticed by (I believe) Sir George Head, in a wwk on Eaglaadr speal**
ing of ft systeoi of education.
Mensnration of Excavation and Enbankment.
** Multiply the area of the base by one third of the height, and the pro-
duct will be the solid content."
By figures referring to the diagram, fig. 3, plate 1.
^?:
By
6x
General
10x8 =
4x4 =
0X0 =
Formula.
80 = 6
80 = 4w
0 = «
160
8 =
= i*
By Common Rule.
10x8= 80 = 6
16 = i*
1280 = S.
1280 = S.
3. The Wedge.
Here let c = length of the edge, I = length of the back, and d = depth or '
thickness of the back.
Then in the general formula, t = o . b = lxd^m =
Z + e d
-7i-Xs
or 4»i=:
r
A
l-\'txd^ substituting these values, general formula becomes
lXd-^l-\-ex i X iA = S, or lxd-\-lxd -\- exdx \k = S, or finally^
2/-}-cX i X iA = S, which is the common rule usually expressed thus,
"To the length of the edge, add twice the length of the back ; multiplr*
this sum by the breadth (or thickness) of the back, and then by one sixth:
of the height of the wedge ; the product will be the solid content"
By figures see the diagram, fig. 4, plate I,
By
aox
General Formula.
10 X 8= 80 = 6
4x 4= 330 = 4»i
0 X 30 = 0 = #
400
8 =
■■\h
By Conunon Rule.
10x2 + 30 = 50 = 2Z-i-«
S = d
400
8 = |A
>»i^
3200 = S:
3ifi00 = S.
' To the frustra of either of the above solids, the general formula is e/cpaX-
ly applicable, to prove which we observe, that the frustrum of a prism is
still a prism, and the frustrum of a wedge is a prismoid \ it only remains
then to show the application to
4. The Frustrum of a Pyramid.
Here, for the sake of simplifying the demonstration, suppose the frustmn^
to be of a pyramid having a square for its base. Let a = a side of the base
of the frustrum, and c = a side of the top. Then in the general forniulft
a-{-c a-j-e a-\-e
i^m* «=6' and«=— 2~ >^~~2~ ^^ ** = '~'4 — hence 4« = a -f c =s »
a* -^^ac-^-c"^
Substituting these values the general formula becomes
oM-a* + 2ac + c' + c« X iA = S, or ^a' + 3ac + 2c» X i* = S, or
a« -f (w + c^^ X i* = S. -w
But ac = Va'^ X c* substituting which the formula becomes
a" -|- V ** XC -I- c" X i* = S, which is the common rule usually expres>
sed thus,
u The sum of the areas of the ends and the square root of their product,
20a ^ Mensuration of Excavation arid Embankment. •
jnultiplied by one third of the height (or perpendicular distance between
the ends) gives the solidity of the frustrum."
What is true of frustra of pyramids is also true of those of cones, though
owing to the properties of the circle, the rule for the solidity of .conic frus-
tra is generally differently stated : it will be observed that the common rule
above deduced for pyramidal frustra is identical with rule No. 2, sometimes
used to find the contents of excavations and embankments. ^ -^ . . 1 . ;>,ji^;^»
By figures see the diagram, fig. 5, plate 1.
ti^
By General Formula.
20x20- 400 = 6
16xl6x 4= 1024 = 4m
12x12= 144 = <
"16^
V 12644 = 8.
By Common Rule.
20x 20= 400 = a'
V400xl44= 240 = Va'Xe»
12x 12= 144 = 6^
784
16 = iA
12544 = 8.
Nqw there is no excavation or embankment solid such as we have sup-
posed, that cannot be divided into prisms, prismoids, pyramids, or wedges,,
or some combination of them, having a common length or height, equal to ,;
the distance between the end areas or cross sections. And the height or
length being common to all, it will be evident on reflection, that if a given
portion of excavation or embankment be composed of any number of the
solids named, the area of one end section will equal the sum of the areas of
the bases or tops of those solids, the other end area the sum of their tops or
bases, and the area of the mid-section will equal the sum of the areas of
their middle sections ; and, hence, if (as has been proved) the capacities of
the separate solids are reducible to one general rule, the solidity of a whole
body composed of such solids, and having the height as one common di-
mension, may therefore be computed by the same rule.
The general process, then, the adoption of which we suggest as a valua-
ble succedaneum to those in common use, will be to compute by the gener-
al formula from the sections usually taken in the field, in the following man-
ner: draw the sections in a book, leaving between each two space enough
for the middle section, which will be subsequently deduced from those drawn ;
on each left hand page should be placed either three sections, (including the
mid-section) or some multiple of three, depending on the character of the
ground, and the size of the leaf; the right hand page being left open to re-
cord the calculation upon. The scale we would recommend to be twenty
fieet to the inch.
To prevent misapprehension, we will here observe, that in speaking of
excavation or embankment, the centre line is always supposed to be a tan-
gent, that being the universal presumption, in practical calculations ; altho'
upon curves, owing to the convergence of the cross sections, (they being
taken on the radii,) this hypothesis is not exact, and consequently occasions
some error, not often, however, of much importance, though cases will
sometimes arise (where the primary angle of deflection is unusually large)
that ought to receive correction for curvature.
Though not absolutely indispensable, it will be found convenient in using
the prismoidal method of calculation, as well as conducive both to expedi-
tion and accuracy, to observe the following rules in " taking the cuttings"
as iar as the character of the surface may admit, viz:
^^J^. On sidehill, at each section of cuttings where the work runs partly in
MtnsurdHon of Exeavakon and Emhankmtiii. SM
•■- *-- ■ -■•
filling, and partly in cutting, ascertain the point where grade or bottom
strikes ground surface.
2. On every tarnsverse section take a cutting at both edges of the road,
or, at the distance out right and left ot ixie bail the base.
3. Always take a cross section, whenever eiiher edge of the road or base
passes from excavation to embankment or vice versa.
4 On sidehil!, if the ground admits, take the cuttings (not otherwise pro*
vided for) uniformly at ten feet apart.
5. Wherever the ground admits, so place the cross section as to be at
some decimal division of 100 feet apart, as 10, 20, etc.
Excavation and embankment solids naturally divide themselves into three
classes or cases, with modifications, and under one or another of these cases
or their modifications, will fall nearly every kind of ground ; though on a
very intricate surface, such as a rocky hillside, cases may arise, requiring^
additive or deductive solids, but the engineer will find little difficulty in ma-
naging such, without violating, or interfering with, the general process.
Case 1. Prisms.
Embankment or excavation, cither on level ground, or on ground inclined
transversely, and level longitudinally, at the same distance out
Modification 1 : all excavation, or all embankment. Modification 2:
both filling and cutting.
Cast 2. Prisms^ Prismoids and Pyramids.
Embankment or excavation, on ground inclined longitudinally in one
plane, and level transversely.
Modification 1 : all excavation, or all embankment. Modification 2 :
passage from excavation to embankment, or the reverse. i-
The above two cases do not often exist in practice, that following being
of the most general occurrence.
Case 3. Prisms, Prismoids, Pyramids and Wedges, or a comhinatio%
of them.
Excavation or embankment on ground inclined both longitudinally and
transversely.
Modification I : all excavation, or all embankment. Modification 2:
cutting and filling both. Modification 3 : passage from cutting and filling
to either cutting or filling. Modification 4 : complete passage from exca-
vation to embankment on sidelong ground.
The general formula admits of a modification, more convenient for use in
computing excavation and embankment. It is as follows :
i + 4m-f-<
Q X A = S, in lieu of 6 -J- 4jn 4- « x lA = S ; this modification we
shall employ ; and now proceed to give examples in figures of each case,
but it may be as well previously, to make some remarks relative to dedu-
cing the middle section between any two which have been taken in the field
and sketched in the section book.
To average for the cuttings of the middle section, commence either at
centre or at grade, if there be a grade point upon the cross section, and
having regard to the inclination of the ground, proceed each way, avera-
ging the cuttings as they occur, for a corresponding cutting of the middle
section, and their distances out, or rather their distances apart, for a corres-
ponding distance apart ; and if there be more cuttings in one section than
m the other, the surplus cuttings (of the same kind) on each side, all aver-
age with the outer cutting oi^ that side, and their distances apart divided by
Mensuration of Excavation and Embankment
two (or averaged with 0,) give the corresponding distances of the cuttings
which answer to them upon the mid-section. But the averages may be
made in any other way demanded by the transverse slopes of the surface,
provided all the cuttings are used, and that lines drawn to join any two cut*
tings averaged, do neither meet between the end sections nor cross. In the
mid-section will always appear the same number of cuttings as are contain-
ed in that end section which has the most ; and its correctness admits of
yerification thus,
1. i sum of distances between the extreme cuttings of the end sections
equals the distance between the extreme cuttings of the mid-section. This
proves it horizontally : to verify it vertically,
2. Where the number of cuttings of both kinds is the same in each end
section, ^ sum of all the cuttings of the end sections, equals the sum of aU
the cuttings of the middle section.
3. Where the number of cuttings in the end sections is different, to prove
the cuttings of excavation, ^ sum of the cuttings of the end sections, equals
the sum of the cuttings of the mid-section ; minus, least outer cutting left of
centre multiplied by ^ the difference in the number of cuttings in the end
sections on the left ; plus, least outer cutting right of centre multiplied by
the difference in the number of cuttings on the right.
Though this last rule is long in words, it is short in practice, and of
course only refers to the excavation or plus cuttings in proving excavation,
while the same process applied to the minus cuttings will verify the embank*
ment of the middle section.
The exemplifications which will be given apply to the graduation of a
road, or railroad, but the principles apply equally to a canal, as the tow
path and berm banks above bottom are constant quantities.
In ail the following examples the slopes are considered to be the same on
both sides of the centre, which is'^upposed to divide equally the surface of
grade, or the base as it will be called. The sections numbered 1 : and 3 :
will uniformly be presumed to be those taken in the field, while No. 2 : will
represent the middle section*deduced from the end sections, 1 : and 3 : the
distance between which, will, for convenience, be assumed at 30 feet in every
case. Excavations, as to figure, are merely embankments inverted, and
hence, as a matter of course, the same principles apply to both.
In all the examples, the results obtained by rules No. 1 and 2, will also
be set down for the sake of exhibiting how great in some cases the difier-
ences are: the base will be assumed at 30 feet, the slopes at 2 to 1, and C,
C, will represent the centre line of the road.
Example of Case 1 : Modification 1 : Jig. 6, plate I.
A = 30.
1.
ft
304-54
2
30 + 54
2
30 4-64
Multi{^er8.
X6
X6x4
X6
Areas.
252
1008
252
6U512
30x 252
By rule No. 1
By rule No. 2
Cubic yiK
= 290
= 280
= 280
Jow'.Frtjnk. Instituu.
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Example of Case 1: Modificati&n 2: fig. 7, flate I. 306
Embankment
Multipliera. Areas.
1. 15x4 =60
2. 15x4x4 = 240
3. 15x4 = 60
6360
30x 60 =
By rule No. 1 =
By rule No. 2 =
Cub. yds.
66|
66|
6C|
^Example of Case 2: Modification 1
' fiff- 8} plate 1.
1.
Multipliers.
30 + 54 ^
X6
2
2.30 + 46
2
3.30 + 38
X4x4=
x2 =
Areas.
252
608
68
6)928
30xl64i =
By rule No. 1
By rule No. 2
Cub. yds.
Excavation.
Multipliers. Areas.
15x2 = 30
15x2x4=tl20
30
15x2
6 180
30x 30 =
By rule No. 1 =
By rule No. 2 =
Example of Case 2: Modification^:
fig. 9, plate II.
Cub. yds.
33i
3Si
33f
1718
177-8
1670
Multipliers.
30 + 62
— g— X8
30+46
X4x4 =
0x15
Areas.
368
608
6)976
■f-'
JV
Example of Case 3: Modification 1
Multipliers.
Add
30 x 162f = 180 7
By rule No. 1 = 204 4
By rule No. 2 = 136 3
fig. 10, plate II
Cub. yd*.
>'tu- fi;
'\~:mymi
:W
Deduct
37x14 = 518
11x10 = 110
18x 5= 90
13x 6^ 78
_ _ '^
16* +4' =272
J 524
Add 17 5x105 = 18375
15 X 28 5 = 427 50
23 X 6 =138
19 X 55 = 10450
,.7- Xl4- = 98-
_ _ 95175
Deduct 18' + 5=^ = 349
Multiplied by 4,
Add
t
*^.i.
-.*■
Dedaet
602 75
19X21=399-
16x20 = 320-
12x14 = 168-
10x12 = 120
8x15 = 120
_ _ 1127
8^+'(^ = 436-
'..awwi ^j.i\-i^J
691
30x
By «ile No. 1
IsSf rule Na 2
Areas.
Cubic yd«.
'
t
524
\
2411
691
3626
6041 =
6715
6750
6729
306 Example of Case 3: JHodiJication 2: fig. 11, plate III,
Areas. Embankment. — Multipliers.
16x7=112
6x5= 30
Excavation. — Multipliers.
6x 1= 5
4x10= 40
■ 8X26 = 200
Deduct
_ 245
10»=100
I .X-:-
&
145
45x 15 =
675
6- X 7- =
= 35
10 5x176 =
: 183 75
135x11- =
: 148 5
374
Deduct 13» =
= 169
4x205
' I4x 2 =
: 8
4x 6 =
24
13x10 =
130
17X22 =
374
Deduct
_ 536
16^ = 256
280 -^
145
820
2iS0
Deduct
142
"8'= 64
115x55 =
12f>x4 =
10 6x3 =
75x3 =
14- x6 =
85x25=
78
6325
50
315
225
84-
2125
3725
Deduct 11= 121-
f.-
.IT
I
■:^'>
6)1245
Mean area = 207 5
* CnKydsJ
2075x30 = 230 6
= 2361
'.' Excavation.
Mean area,
By rule No. 1,
By rule No. 2,
Example of Case 3
Embankment. — Multipliers.
15x31=465
12x10=120
1. 11x10=110
9x 4= 36
6x 6= 36
2X 5= 10
J 777
Deduct 18* = 324
463 =
5 5x125 = 193 75
11- X 6 = 65
2. 10 5 X 6 = 525
9 5x 2 = 19-
7 Xl3 = 91
6- X 25= 125
42375
i?=196
4x1515
15x11 = 165
17x 8=136
13x 6= 78
7x 6= 42
12x 5= 60
7x 2= 14
_ 495
Deduct 14' = 196
299
Areas.
78
606
mV
299
6)983
•i''-.. ^*
Mean area=163|^
Embankment. Cub. yds,'
Mean area, 163^ X 30 = 182-
By rule No. 1, .. ,, =2094
*■
= 232 01 By rule No. 2. = 196 6
: Modification 3: fig. 12, plate IV.
Deduct
<■
^*»'
4x227 75 =
Carried forward
Areas.
Excavation.
■ Multipliers.
Excavation
J IbK-
Areas.
, ■■ ^-
W
911
1364
5- X
3- X
55x
1-
4-
3
= 6-
= 12
= 165
10 5x105 = 11025
12 xlO- =120
_ 26375
Deduct 10' = 100-
4x163 75 =
Carried forward
655
655
<■
Mensuratidh of Excavation and Embankment.
3.
Brought forward 1364
8x20=160
3x 5= 15
Deduct
10^=100
75 =
76
6)1439
Brought forward 655 I
5x 4= 20 I
6x 8= 48
11 X 6= 66
21x21=441
24x20 = 480
1055
Deduct 20*= 400
Mean area= 239f^
Embankment. Cub. yds. Excavation
Mean area, 239*^ X 30 = 266-5jMean area,
By rule No. 1, =293-3!By rule No. 1,
By rule No. 2, =2638'By rule No. 2,
656 = 656
6)l310~
Mean area = 218J
Cub. yds.
218}x30 = 242<j:i
= 364 'r
= 2426:
Example of Case 3 :
ExcAvation. — Multipliers.
Modification 4: fig. 13, plate III
1.
Excavation =
•"H^^
2.
!)■
26 X
1 =
26
35 X
25 =
8-75
55 X
25 =
1375
9- X
5 =
45
12- X
26 =
30
105x18 =
189-
Deduct 9
289
= 81-
4x208- =
3X
2 =
10
7X
5 =
35
11 X
5 =
65
18x10 =
180
24x
5 =
120
21x36 =
756
1156
Deduct 18 = 324
832 =
trim
Areas. 11
Embankment. — Multiplen.
115x10=115
10 5 x 10 = 105-
9 X 4 =
75x10 =
65 X 5 =
6 X 5 =
5 X 5 =
5 X 2 =
36
75
325
30
25-
10
4286
Deduct 12 =144-
115x2
5 =
105x2
5 =
9 xl
=
7-6 X 2-
6 =
65x125 =
3- x2-
5 =
2-5 X 2-
5 =
!• X2-
5 =
832
832
6)1664
Mean area = 277J
Deduct
2845 =
28-75
26-25
9
1875
8125
750
626
250
_ 107125
6'= 36-
4x 71125=
Embankment =
Areas.
284- "5
h
p.
2S4- 6
6)669
Mean area = 94 83
d
o
Hi
ft
■■■..«
Chesapeake and Ohio Canal.
Mean area, 94 83 X 30 = 105-4.
By rule No. 1, = 158-
By rule No. 2, = 105-4
Mean area, 277J x 30 - 308 1
By rule No. 1, =4622
By rule No. 2, =3081
Objections may possibly be urged against the hypothetical generation of
iitermediate ground by means of middle sections, and it is difficxilt to free :•.
this subject wholly from exception ; but with a given number of transverse ;
iections taken in the field, if close attention is paid to the inclination of the .
ground as developed by the end sections, and occasionally where it is very ;.
complex, if the figures are simplified by introducing additive or deductive- ; .
solids, we have not yet met Avith any other practical method, giving results) ■
equally satisfactory.
Various expedients are known to engineers for facilitating the computa- *
Hon of the areas of cross sections, to attempt an account of which, though
it might be interesting to students, would prolong this paper to an inconve-
nient length.
The above examples embrace, as we have stated, specimens of the prin* -
cipal varieties of excavation and embankment; and a little attention to the /'
calculations and the modes of deducing the middle sections between those
usually taken in the field, will enable any one to apply the " Prisraoidal
Process" to the mensuration of earth work upon canals, roads or railroads.
When the mean areas are computed, it will be much more expeditious to get
out the cubic yards from the t'lble of cubic yards previously made out (sup-^.
posing the stations regularly 100 feet,) for each foot and tenth of mean area, ;'
from 01 up to the largest which commonly occur: such or similar tables; '-■
in manuscript are in the possession of many engineers, but those who havei .
them not can in a few days construct a set by simple addition, and verify! '!
them byobserving how the cubic yards for the preliminary areas of the! "
first hundred, are subsequently repeated in the same decimal place. ' ;
* Indeed, Mr. Macneill's tables (if extended to tenths of feet) might be used ;.; ;
by constructing a supplemental set to show by inspection the height or cen-l v>.
tre cutting in level ground, of two sections with the given base and slopes,: ■»
tQ be respectively equivalent in area, to the end sections of any given lengthj '^^'.
of excavation or embankment ; or these heights could be ascertained by thefj.
aid of an ingenious formula given by Mr. Macneill, and being found might' v-
then be wrovght with in entering the tables according to the directions laid' ■
down : either of these proceedings, by determining a true mean cutting at
each end, would obviate the necessity of a middle section, but neither, it isi.^.
believed, would be altogether as satisfactory. ;
We desire to be understood as suggesting the application of th/B preced-
ing process only to those exact calculations, required by ihe final estimates: ^^
of sections; for running estimates or those on lines of location, less accu-^
rate bat more speedy methods will answer every purpose.
Oldtown, Md., November 20/A, 1839.
CHESAPEAKE AND OHIO CANAL.
' This Stupendous undertaking has made little progress fd^ some years, as [
our readers generally know. In the last report the company " only ask
the State to waive these unproductive liens to such an amount as may be ne-
cessary to finish the work to a profitable terminus, on its own resources.
We do not think it possible that this application will again be refused by
the legislature. It cannot be rejected, unless the people of Maryland have
made up their minds to throw overborad their heavy investment in the Ches-
Chesapeake and Ohio Can*/, 'v, :^ '^ •^;<: 3W
apeake and Ohio canal wiihoul an effort to save it, and fasten upon them*
selves and their posterity a permanent system of direct taxation."
One of the main objects of the report is to show that the interests of tb«
company demand the continuation of the canal to the mines, and that they
should not stop their works at dam No. 6, and depend on the railway as a
feeder. This is sound reasoning and we sometime since attributed the suc-
cess of the Delaware and Hudson canal company, to the circumstance of
their owning all from the mines to tide water. It appears that only 18
miles are required to complete the canal to Cumberland when a large busi-
ness is certain. The amount estimated as sufficient to finish the <:anal to
that point is $1,500,000, and the company appear to be sanguine as to the
practicability of raising this sum. The total cost of the canal thus far ex-
ceeds $12,000,000 and before even 5 per cent, can be paid on that sum, an
immense business must be done.
The very low rates at which the Baltimore and Ohio railroad company
offered, last winter, to carry coal has greatly alarmed them, and they ap-
pear disposed to deny the accuracy of the calculations of the company.
They even publish a correspondence with a young English engineer trav-
elling in this country who positively asserts, that the company "cannot car^.
ry coal and iron (except at a loss) for one and one-third cents per ton per
mile ; and experience has taught us in England that railroads cannot com-
pete with canals in the carriage of heavy goods." A short article from
Herapath's Railway Magazine in this number, will perhaps answer the
latter position. With respect to the cost, the weight o( authority is im-
mensely in favor of the railway ; but we are spared the necessity of discii8«
sing this point as we fully agree with the canal company in the importance
ef carrying their canal as near the mines as practicable. We also consider
canals in that comparatively mild latitude far more efficient works than in
New York and northern Pennsylvania where they are, with very few ex-
ceptions, incomparably inferior to well located common roads, a species of
communication abnost unknown in this country of rivers, lakes, railways
and canals.
We see no allusion to the company working their own mines. To thij-
circumstance we attribute the success of the Delaware and Hudson canal
company. The coal in the cars costs them about 40 cents per ton — ^thc
mere labor of mining — and the difference between that sum and the price
at which the coal is sold — $3,50 per ton — goes to pay the cost of transpor-
tation and dividends. If the Chesapeake company cannot adopt this plan,
and secure to themselves the additional value which they confer by convey-
ing the coal to market, we see little prospect of that undertaking ever be-
coming successful ; and, unless we are much mistaken, they have more to
expect from this course — working their own mines — than from any other
plan they can adopt Notwithstanding the low price of coal, we under-
itand that at least one new rente to the anthracite region is in agitation, with
310 Baltimore and Ohio Railroad.
what success we know not But if the Delaware and Hudson company
divide ten per cent, while the Lehigh and Schuylkill are totally unproduc-
tive, might not a work similar in its operations to the first prove a good in*
vestment t
" BALTIMORE AND OHIO RAILROAD.
V. We recently observed in a Cincinnati paper, a statement that B. H. La-
trobe Esq., chief engineer of the Baltimore and Ohio railroad, was then in
Ohio making a reconnoisance for the route of a railroad from the Ohio riv-
er to Cincinnati, to be a continuation of the Baltimore and Ohio railroad.
The importance of the early completion of the railroad to the Ohio is be-
coming more and more evident every day to all who give the subject a
thought, and it is truly surprising that a work of such vital importance as
well in a national as a local point of view, should be thus delayed for want
of the necessary legislation.
The enterprize and energy of the citizens of Baltimore stand out con-
spicuous in the magnitude of her public works. They were among the
earliest in this country to engage in the construction of railroads, yet they
hesitated not to embark more largely in them than any other city in the
Union at that period ; and of course, as with those who commence most
new enterprizes, they have paid somewhat dearly for their experience, yet
they have overcome the main difficulties. The mountains before them,
with their present experience are as nothing in comparison with what they
have overcome in their early want of knowledge of what could be accom-
plished with locomotive engines, in the prejudices of the community and in
a powerful competitor for the right of way. Let them therefore press upon
the legislatures of Maryland and Virginia the importance — the necessity —
indeed, of early and liberal legislation which shall insure the completion of
the road to the Ohio at the earliest period possible.
The net revenue last year, when, as now, only about half completed and
terminating in a small village near the mountains, was nearly $300,000,
and this year it will be very nearly if it does not exceed $400,000. An in-
come which will enable them if the shareholders will forego their dividends
for a few years, to raise the necessary funds to complete the work ; and
thus secure to Baltimore the great thoroughfare for travel, and an immense
amount of transportation between the Atlantic seaboard and the valley of
the Ohio and Mississippi thereby giving her the relative position occupied
by her previous to the completion of the canals of New York and public
works of Pennsylvania. Even now when nearly one half the distance be-
tween Baltimore and the Ohio is performed, the travel in stages, and the
transportation in wagons, it is immense. The long line of post coaches,
with their sleek horses and merry drivers, drawn up before the hotels when
the cars arrive at Cumberland, reminds one forcibly of old times on the
route between Albany and Buffalo. The huge mail bags and ponderous
trunks are piled on and the passengers stowed away eight or nine inside
-i^ Baltimou and Ohio Railroad. ' 311'
and often one with the driver, when crack goes the whip and away go&t
No. one, two, three and so on until they number seren, eight or nine and
o&en, indeed, ten or twelve in a string, bound for the Ohio, at Wheeling of
Pittsburg — the distance being about 130 miles and is performed in about 34
hours steady driving — whereas the distance from l^himore to Cumberland
178 miles, is performed in less than ten and may be done in cighU hours in
the comfortable cars of the railroad company, with very little fetigue. Not-
withstanding the amount of travel on this route, the enterprizing proprie-
tors, Messrs. Falls and company, have, we were informed and should
judge from what we saw, always a supply of good coaches, so that
there is no delay at the termination of the railroad, as at Chambersburg
on the Pennsylvania route, where passengers frequently have to lay over
a day for a seat
The passenger cars on this road are unusually spacious, and the seatff
are so constructed as to enable those who have been riding all night in the
stage to rest and sleep if they desire, and also to prevent easy access to their
coat pockets by those whose fingers are habitually that way inclined. Their
c(mnection is also both simple and safe. An iron rod, 1^ inch diameter pas-
sea the whole length, under the bottom and through a plate of spring steel
in the centre, which serves both as spring and buffer, to prevent unpleasant
concussions at starting and stopping ; these rods arc then connected by a
small bar of wood which is ample to sustain the direct pull of the train but
very likely to break when the locomotive runs off the track and thns
avoids carrying the cars off with it. We commend this mode of connec-
tion to other companies as well worthy their adoption:
Cast iron 'wheels, cast on a chill are used for their locmnotives, in pre-
ference to wrought tyre. They are much cheaper and are spoken of as
equally safe and less likely to slip on the rail They also use the steel jour-
nal and chilled boxes in preference to the plain iron journal and composi-
tion boxes — by which there is a great economy of oil. As an evidence <^
the truth of this, we examined a car at Newcastle, on the Frenchtown road,
having steel journals and chilled boxes which were filled with palm oil in
the spring of 1843, and, though it has been used, we were informed, as
much as any other freight car on the road, (zixteen miles in length,) yet
there is still an ample supply of oil in the boxes to last the season, or until
January next
The travel over this road will, within fi^ve years from the time of its com-
pletion, give a gross income of over $1,000,000 per annum ; and the freight
and U. S. mail an equal or greater amount Indeed it is difficuh to fix a
limit to the amount of business which will pass over it ; connecting as it
will at the shortest portage, the Atlantic and its vast seaboard and, indeed,
all Europe on one side with the Tallies of the Ohio and Mississippi and
Oregon on the other. . •
Notwithstanding the IfH^ Increase of bostness the present, over the past^
312 Baltimore and Ohio Railroad.
it will be still greater next year. The company now have a contract, ope-
rations under which are to commence by the 1st of November next, for
over fifty thousand tons of freight from one concern annually. To accom*
modate this large increase of business they are now having made at tho
manufactory of Ross Winans, Esq., six locomotives of the heaviest class,
and a large number of iron cars for coal. These engines are now nearly
completed and will probably be in une most of them by the Ist of Novem-
ber ; they are to weigh about 45,000 lbs. each and to have eight wheels ol
33 inches diameter, all connected as propellers or drivers, and to be geered
by spur and pinion wheels, so as to make about one and a half revolutions
for each revolution of the main crank or shaft immediately operated upon
by the steam power. This will give the engine a speed equal to four feet
driving wheels without cog gearing ; and enables the proper speed of the
engine to be maintained without working the cylinders faster than is judi-
cious, while driving wheels of very small diameter are used. , ;.jk
When engines have eight propelling wheels, with axles parallel to each
other (as is the case with these) the safety and facility with which they will
pass curves and through turn-outs, is materially increased by the use of
small wheels. They resist, much more effectually, the increased tendency
of the engine to run off the track occasioned by so large a number of axles
in a parallel position to each other ; yet this parallel position of the axles is
necessary in order that all may be connected, in the most simple manner, to
wit, by cranks and connecting rods from one to the other. *ff
The cylinders are 17 inches diameter and 24 inch stroke and so arranged
as to cut the steam off at half stroke and work the other half expansively,
or to work full stroke, at the pleasure of the engine driver as the varying
grade of the road or different loads require. They are also provided with
a variable exhaust, that is, the exhaust pipe in the chimney may have its ap>
perture contracted or extended at pleasure, thereby giving the conductor con-
trol over the steam-generating power of the engine, which can in no other
way be so effectually had. By this means, together with the variable cut
<^, these engines are probably capable of exerting greater power than any
other engines heretofore built either in this or any other country ; they can
also, at a moment's warning, do the work of the lightest class of engines
with greater eeconomy even, than with those light ones now in general use.
This is highly important on any road, but especially so on undulating roaids
where the duty of an engine is constantly changing from heavy to light and
light to heavy, etc. The boilers will have about 1000 square feet of fire
surface and 12 square feet of fire grate; to be arranged for the use of Cum-
berland coal. The tubes are of iron — welded by hand — 2 inches in diame»
ter, 8^ feet long and 212 in number."
i. The company are also constructing a large number of coal cars, on a
plan which it is believed will effect a considerable saving in the cost of trans-
portatioa The body is of peculiar form, combining the strength of the
Railways and Canals. — Engineering Extraordinary. 313
cylinder and the cone ; resting on springs and placed on six wheels ; weight
designed to be 2| tons and to carry 7 tons of coal, or at least ten per cent
more coal in proportion to the weight of cars, than those now in use on the
road, which are believed to be equal to the best in use on other roads —
weighing about 3 J^ tons and carrying 7 tons of coal. These cars are so
constructed, being upon springs, as to avoid much of the heavy concussion
to which such heavy loads are liable, on a railroad at the usual speed ; and
they are also constructed with a special view to adjusting themselves to the,
curves on the road, by means of steel bearings or springs, placed edgewise,
the ends made fast to the frame and the centre to the box which receives the
journal of the axle and thus the three axles are allowed to conform to the
Ottrve and then to< return to their position on a straight line, or to conform to
♦ teiverse curve. '
Railways and Canals. — In the appendix to a statement issued on be-
hk\{ of the Grand canal company of Ireland, in the matter of the proposed
railway to Cashel, there are given some curious details as to the effect of
railways on canal property. Thus, the Grand Junction canal, which forms
the first 90 miles of water communication between London and Birming-
ham, had, in the three years immediately preceding the opening of the rail-
way, an annual revenue from tolls, ranging from £174,722 to £198,000,
regularly increasing. Since the railway has been fully in operation, this
i«venue has varied from £121,139 to £113,012. The Rochdale canal is
33 miles long, and throughout the entire distance the Manchester and Leeds
railway runs parallel to it. In the three years previous to the opening of
thedailway the tolls renged from £62,059, to £59,268 ; in the last three
years they have varied from £31,533 to £27,165. The Kennet and Avon
canal, and the Wilts and Berks canal, are both affected by the Great West-
ern railroad, and the tolls of the former have fallen since the railway was
opened fiom £46,7()3 to £32,045, and of the latter, from £19,328, to £8,477.
The Fourth and Clyde Navigation has gone down from £62,516 to £42,-
318; and the Union canal, which connects Edinburgh with the Fourth and
^yde canal has liad its net profits reduced by railways from £12,000 to
£4,!iJ84. The market price of canal slock, has, of course, suffered in pro-
portion. Thus, shares in the Grand Junction canal have fallen from £330
to £148 per share ; Warwick and Birmingham, from £330 to £180 : Wor-
cester and Birmingham, from £84 to £55 ; Kennet and Avon, from £25 to
£9; and Rochdale, from £150 to £61^; while Coventry canal shares,
which at one time were as high ns £1,200 per share, have fallen as low as
£315. — Herapath! s Journal.
ENGINEERING EXTR.\OKDINARY. .5
In accordance with our promise we submit to our readers a specimen of
what we have ventured to call extraordinary engineering. We should
have alluded to this matter long since had we sooner received a copy of the
evidence, of which the principal extract given in this article is a very favor-
able specimen.
It appears that a parliamentary committee was appointed to examine the
accuracy of the statements of the chairman of the board of works of Can-
|d% who asserted that a canal round the " Cedars" rapids on the north side
814 jifis'isVi.Tv.; Enginttring ExiraordiivaTf. v^.tAflks-^ i
would cost above £100,000 more than a canal on the south side of the St
Lawrence. The only engineer giving evidence against the boaro — Mr.
Casey — said that, the lockage being the same on both aides and the inciden-
tal works not materially diflerent and not very important on either side, the
difierence must be sought for in the earthwork. But the total cost of this
by his estimate little exceeded £100,000 and at the prices of the board of
works actually fell short of that sum. On seeing the estimates of the board
he pointed out how they made out their case. We give one of his objec-
tions and an extract from Mr. Killaly's answer or defence, which, though
not exactly a refutation of Mr. Casey's charge, is quite as much so as any
other part of his paper.
" In looking over the estimates just submitted by the board of works, in
order to answer a comprehensive question put to me some days before those
documents were received, I perceive that the line on the north side, on which
the board base their estimates, by which they are enabled to show a differ-
ence of £100,000 against that side, and by which a reluctant assent to the
location of the canal on the south side has been wrung from the right hon-
orable the secretary for the Colonies, is far, very far, inferior to another line
connecting the same points, and toell known to the board of works.
" By the 'inland route,' surveyed by directions of the commissioners, in
1833, for a canal 100 feet bottom, by 10 deep, one-sixth larger than the pre-
sent canal, there are —
Excavation, - - - - . cubic yards, 8798913
Embankment, .... « 310139
i 3099062
I Less one-sixth, - - - - ** B16508
Total quantity by route of 1833, - • • ~ - 2582544
• By the route of the board of works, there are-
Excavation, .... cubic yards, 3076000
Embankment, ..... « 289066
Total quantity bv route of 1842, . - - 3365066
« " ' " 1833, - - - 2582544
Difference in favor of route of 1833, - cubic yards, 782522
N. B. See " note" to document 22.)
This, at one shilling per yard, would amount to nearly £40,000 ; but I
pass this by at present.
" The entire investigation rests, and necessarily so, on the assumption,
that the board have, in their comparison, brought forward the best line on
each side ; for there is no more justice in charging one line with difficulties,
which it is known can be avoided, than in giving another line credit for fa-
cilities of which it is known it cannot avail itself You will please observe
that I refer exclusively to surveys made by government, in 1833 and 1842,
the former of which are confirmed by my examinations of this year. The
difference is sufficiently remarkable, both as to amount and direction, and I
beg leave respectfully, but earnestly, to call your immediate attention to it,"
Mr. Killaly says :
" Before looking at those voluminous documents, I had expected to find
in them, at least, some testimony bearing upon the question at issue, worthy
of my most serious attention ; but a very cursory examination of it has
been sufficient to convince me that the evidence itself is of a character to
:;i: --'^--
, v.Sr
. ' Engineering Extraordinarjf. Vr ^dlB
preclude me or any other professional engineer, from attempting to analyse
It, with a view to useful results. That portion of it, adduced in support of
Mr. Simpson's charges, consists, for the most part, of matter which I may
term a sort of ignorant gossip, almost wholly irrelevant to the«ubject. It
is not indeed, wanting, in bold assertions of opinion ; but those are made in
language which is alone sufficient to prove to a man of experience that the
witnesses by whom they have been made are profoundly ignorant of the
very nature of the question, with respect to which they speak so confident-
ly: The evidence is curioosly characterized by vagueness, self-contradic-
tion, confusion of ideas, gross exaggeration and positive misstatements.
There is but one point in which the witnesses are constant and consistent
with themselves, and with each other — they all display, in a manner that
must be obvious to any observer, a keen anxiety to establish Mr. Simpson's
charges, by means of reckless assertion. I think I may safely add, judg-
ing from internal evidence alone, that the testimony of the witnesses has
been concocted among themselves, or that their minds have been under the
guidance — not to say direction — of some one or more persons, whose busi-
ness it has been to get up a case in support of Mr. Simpson's accusation
against me. These witnesses would have seem to have been, as it were,
well drilled for the occasion. From this description I do not except either
the written or verbal testimony of Mr. Casey, the engineer, employed by
Messrs. Simpson and Harwood, and brought forward by Mr. Simpson as a
witness against me. This gentleman himself states, (I use his own words,)
"the object of my examinations and report was not to furnish an estimate
** of the probable cost of a canal on the north side, but merely to show that
"the Hon. H. H. Killaly was wrong, in leading the public to believe that
"a canal on the north side would cost £100,000 more than the south side;*'
and accordingly up to this very day, he had not made any estimate in full
of the cost of constructing a canal on the north side : on the south side he
states he has not been for seven years ; and, in answer to a question, he says
that when he came before the committee he was not aware of so important
a point as the scale upon which the present canal is being constructed.
These two statements are characteristic, in all respects, of the whole of his
testimony, namely — the absence of any valuable or even available informa-
tion, with respect to the particular subject which he pretends to examine.
He might well say that his only object was to criticise a report of mine ;
for the greater part of his entire testimony consists of a sort of literary stric-
tares on my report to the governor-general, of the 1st of August last, and
is far more fit to form articles in a newspaper opposed to the government,
than to be submitted to a committee of the legislature, with a view of guid-
ing their judgment upon a scientific point. I am sure that, in my long pro-
fessional career, I never met with anything, purporting to be the production
of an engineer, which so clearly evinces a determination, fas aut -nefas^ to
make out and bolster up a case for the employers, and so utterly undeserv-
ing of serious notice." j , jli.
Mr. Simpson's main charge is that " vessels which the canal would be
capable of bearing, will be incapable of getting in and out" (Ey. p. 59.)
Mr. Killaly says (p. 60,) there are " three entrances of from 600 to 1200
feet in width each and with a depth of water averaging from 12 to 20 feet"
Now the pilots and numerous other persons in the neighborhood and two
members of parliament, Messrs. Chesley and McLean, testified that in place
of channels there were shoals with 3^ to 8^ feet in the deepest places 1 Mr.
316 v^ Englneeung Extraordinary.
Casey says " no trace of a singlt snch channel can be found." This ob*
jedion is answered as follows:
** The other witnesses brought forward by Mr. Simpson, although they
do not pretend to science, like Mr. Casey, are disqualified, by their utter ig-
norance of the subject, from offering any opinion to which I can pay res-
pect. They consist of pilots, wharfingers, farmers, a stage-coach proprie-
tor, a store-keeper, a doctor, a timber merchant, residing at Bytowa and the
agent of an insurance company ; the latter being Mr. Simpson's step-soa ;
and the whole of them, not excepting the merchant, at Bytown, are deeply
interested persons."
We fully agree that Mr. C.'s scientific pretensions do not enable him to
turn 3^ into 12 feet of water, though we still consider pilots, wharfingers
and even members of parliament capable of sounding water 4 to 8 feet deep.
Yet after all this, Mr. Killaly says there are " two channels with not leis
than 8^ feet water," while Mr, Chesley sa3rs (p. 12) " I found in not less
than 40 places a depth not exceeding 3 J feet." This is one of those misstate-
ments— we use exceedingly mild terms — which admit of but one explana-
.4ion.
Mr. Kiilaly's only argument is, that those daring to differ from him may
have some direct or indirect interest in the question at issue ; and, having
shown or asserted this, he considers their evidence proved unworthy of cre-
dence. The extent to which he believes in this ennobling principle is bound-
less and openly avowed; it would be merely ridiculous and contemptible
but for the vast power vested in his hands which he has exercised in con-
structing works of the most absurd dimensions. The difference in his de-
fence and that of Mr. Brunei or of Mr. Samuda is distressing, and power-
fully illustrates our remarks in a late number on the importance of charac'
ter to the engineer who aims at anything higher than his salary. How
diflferent would have been the state of the public works and of the finances
of the Province, had the services of a professional man been obtained with
the skill and charecter of an engineer and a gentleman ! Even a flying
visit from Mr. Brunei, Mr, Rennie, Mr. VignoUes, Mr. Stephenson or any
other experienced British engineer might have saved Canada from spend-
ing immense sums on works which are not merely worse than useless them-
selves, but which act so powerfully in preventing the undertaking of works
really needed by the country, and which would ag^in by their success lead
to the rapid extension of similar communications wherever the wants of the
community were such as to justify the necessary outlay. A case in point
has just occurred. Suppose that, instead of building a canal to rival the
St Lawrence — see the fable of the frog and the ox — a railway had been
>. carried to the lines about 80 miles at half the cost of 12 miles of ship canal
along a navigable river. Then the Province would have saved $800,000
direct, a considerable annual sum in repairs, would have possessed a work
at least supporting itself from the beginning and which would soon have
paid 4 per cent, on its small cost. Then we should not have seen the late
impoilant railroad convention at Boston take place without an allusion to a
it:.-
•>ir.
•V*
fc,,--
Reading Railroad for 16i&. : 817
tOniMunidation unti Montreal via the Connecticut and Pasiumpsic rivtrii
The object then would have been to carry the line as for north as possible)
now they propose striking the south-east corner of Vermont So that by
utterly neglecting the cheap railway for the extravagant ship canal, the im*
mediate benefits of the former are all lost to the present generation and its
actual completion either delayed to a distant period, or it may be, altogeth-
er prevented. Such is the inevitable result of placing the public works —
the most important of all interests in a new country — in the hands of polit-
ical adventurers as ignorant of, as they are indifferent to, the interests of
the confiding people on whom they batten.
We also find that some months after the work had been commence4 the
board was ignorant of " the nature of the bottom" of the shoals to be exca-
rated, (p. 23) and, to cap the climax, that the board bad never met ! (p. 12).
There was therefore nothing to interfere with the little arrangement^ of
Messrs. Killaly and Wakefield whether of an engineering or financial na*
ture. We are informed that the latter is generally considered to be the au-
thor of the paper from which we have made extracts, and it is every way
worthy of " his long professional career." Of the " career" in which the
former has displayed his " great scientific acquirements," (p. 40) we shall
one of these days be able to speak with equal confidence.
Far the Americon Railroad JoArnal and Mechanio' Magazine.
READING RAILROAD FOR 1845.
The advantages under which this railway will operate in 1845, and whicli
It had not in 1844, although it will have delivered in this last year 400,000
tons besides the travel and merchandize, may be enumerated as follows:
1st Full connection with all the mining points in the Schuylkill region.
2d. Motive power improved by Baldwin's jointed locomotive to treilt its
former power, with ./cm wear and tear to machine and road.
3d. A full complement of cars adequate to the delivery of one million of
tons per annum.
4th. Ample wharf accommodation for renting two millions of tons per
annum, if required.
5th. The toll on coal in place of $1 to 1,25 per ton, will be raised to
%\fit to 1,50 per ton.
6th. A double track of solid railway the whole length of the line, im*
parting to all these advantages despatch and regularity ; and as their final
and collective consexjuence, producing an economy never before realized on
any other railway in the world, moving such a mass,
It is now certain that 8 to 900,000 tons of coal will descend the Schnylkill
avenue in 1844, and with only a moderate increase, it may be expected that
1,000,000 of tons will descend it in 1845. Of this quantity the railway
will have the carriage of at least 7 to 800,000 tons, to which it will be fot
ly competent The result for that year, on the above premises and assum-
ing that the proprietors of this road will see the advantage oi txdiuiv^
318 Reading Railroad for \9^. ;! .,
and at once adopting Baldwin's improved motive power, would then be
somewhat as follows. It is a case, which will be found an exception to the
prudent rule of stopping to count the cost. *
Coal, 800,000 tons (equal to 2700 tons per day for 300 dajs) at an aTerage of
«l,40perton, $1,130,000
Travel and merchandize, $15,000 average per month, . - « 1^,000
1,300,000
EbcPENSES.
Transporting coal at 25 eta. per ton, - . « 200,000
do. travel and merchandize at 25 per cent. ... 45,000 ''i
Maintenance of way at $700 per mile of double track, • 70,000
General charges, 65,000— 380,000
S920 000
Interest on $6,500,000 of loan at 6 per cent. • • 390,000
do. 1,000,000 do. 5 per cent. ... 50,000— 440,000
Capital, 2,000,000 (equal to 24 per cent, for contingencies and dividend,) $480,000
$9,500,000
In explanation of what is meant by Baldwin's improved motive power,
subjoined is an estimate of its cost per ton, compared with that of the old
mode of transportation as collected for <Aw road. ' '^^
Items of expense. Common 8 wheel 12 ton engine. Jointed 6 wheel IB 1-2 ton engine.
Wooden can. Amount. Iron can. Aisomi|>
Elngine drivers pay, 2 days, $2 per day, $4, same 4, ,
Fireman's do. 2 " 1,25 " 2,50 do. S K"1
Conductors do. 2 « 1,30 " 2,60 do. 2,60
Brakeman's do. 6 95 " 5,70 <lo. 8 8,
Fuel, wood and coal mixed 18, do. 29^
Oil for engines, 2 galls. 86 cts. 1,72 do. 2 1-3 2,12
Repturs engine & tender, IW) ms, pr trip 6 cts. 10,80 do. 5 cts. 9,
Repairs cars, 185 te., w'd c'rs 9 cts. 16,65 500 tons, iron cars 5 cts. 25,
Oil and grease for cars, do. 1 1-4 cts. 2,31 do. 12 1-2 cts. 7,50
Supplying water, 50 86
Renewals of sundries, 1,72 4,28
Prop'n of assist, engine at
1 mile 42 feet grade, • 2,50 2,65
Cost of a trip of 2 days
or of 180 nules, $69 "19^
Gross load of train, 340 775 <3
Number of cars hauled, 56 of 1 1-3 tons each, 100 of 5 tons each.
Net weight of coal, 185 500
Making a cost per ton of, 3730 cts. 1860 cts. '^
The improved jointed Baldwin engine of 16J tons is guaranteed by the
builders to haul 500 tons at a trip as its regular load and to that it will ulti-
nately be appointed. These engines could thus be made to deliver one
million of tons running three hundred and sixty thousand miles, while with
the old ones, it would require ten hundred thousand miles, that is, in the
one case barely one ton is carried to the mile run, while in the other, it is
nearly three tons. The above comparative table of items shows that, on
this new system of transportation, that 25 cents per ton for motive power
and wagons is a full charge for the road. »
It is not long since that ridicule was the sure portion of him who a«sert-
ed that the freight of coal on this road would not cost over 55 cts. per ton,
while now, thanks in good part to Messrs. Baldwin and Whitney, it has
been reduced down, to from 20 to 25 cts. per ton. It is gratifying to know
that this valuable invention is properly appreciated, ahd that they now have
R^ilroaA Oinvinttin.— 'American Kailroad Iron. 319
tneir hands full in the manufacture of these admirable machines, from 8 tons
up to 20 tons, for many of the railroads in the United States. Their work-
shop now (gives employment to 350 hands.
The character, capacity and general appointments of this railjiray are
therefore such, that if it ultimately costs ten millions of dollars it will be a
cheap machine at that rate ; and if from the untoward circumstances of the
times through which it has been completed, this cost has been largely but
unavoidably swelled, the expense of working it, has been more than pro*
portionally cheapened, as compared with the original estimates.
Philadelphia, Sept. 1844 P.
RAILROAD CONVENTION. :'i.
A convention of citizens from Vermont, New Hampshire and Massachu-
setts was held in Boston, at the Tremont Temple, on Friday the 20ih of
September, for the purpose of calling the attention of the citizens of Boston
to the continuation of the Fitchburgh railroad to Connecticut river, and
thence to Burlington, Vt. There were many delegates present, represent-
ing the whole line to Burlington ; and for a part of the way several routes
were represented. Abbot Lawrence, Esq., of Boston, was called to preside,
and on taking the chair, he made an address very appropriate to the occa-
sion, which occupied but a short time in its delivery — as he said time was
precious — and was to the point. He spoke of the advantages which Bostcm
. had derived from railroads, and of the importance to Boston of extending
the system where it can be done, and especially into Vermont and to Bur-
lington, that there may be a direct, easy and rapid communication with the
capital of Canada. He said that on reading the report which had been put
into his hands, he came to the conclusion that it was his duty as a citizen
of Boston to subscribe $10,000, that he owed it to the people of Boston and
therefore he decided to take that amount of stock ; but on reading the letters
of the Hon. Charles Hudson, in relation to the advantages of the road, a gen-
tleman in whom he had the utmost confidence, he had come to the conclusion
to subscribe $20,000 more as an investment, and he was ready to do it. —
When a little sectional feeling seemed to show itself in the discussion, he
urged the gentlemen to avoid anything which might defeat or defer the ob-
ject of the meeting, as he thought the present was the time to press forward
this work, so important to Boston. A committee of fifty gentlemen were
appointed to fake the matter in hand and obtain subscriptions to the stock,
which will undoubtedly be done, notwithstanding there has been over $!,•
250,000 of railroad stock already subscribed in Boston since January, 1844.
Had New York but a few men like Abbot Lawrence to lead^ we shoukl
soon have a railroad to Albany and another to lake Erie.
AMERICAN RAILROAD IRON.
We recently visited the Mount Savage iron works near Cumberland in Ma-
ryland, mainly for the purpose of ascertaining what progress they had made
in the manufacture of railroad iron. We found the work fairly commenc-
ed, a large quantity made and they were then about to commence working
:■/
•■»
'•^iL.^',i^>A,m.' £ Jr ,tt',*-.jri
«
iJH? T-vOL fc;,'*'" American Railroad Iron. • ; '''• f1
a double set of hands — that is to say, day and night The rails then (m
hand, which are of the " bridge" form, 48 lbs. per yard, or a part of them,
were to be laid on their own road, to connect with the Baltimore and Ohio
road at Cumberland, about ten miles, which will thus open the way to send
' the bitumenous coal to market at a cheaper rate than it has hitherto been
afforded at
The works of this company now in operation and nearly ready for use,
.appear, to one unused to such operations on a large scale, quite extensive ;
yet we Avere informed that only a small part of the contemplated Avorks are
: built Two large smelting furnaces are completed, one was then, and the
\ other would be in a few days, in blast. A large rolling mill with eight or
nine puddling furnaces in full operation and with which they were making
railroad and other iron at a rapid rate. There was also nearly completed
a large building for nail works and another for a cupola furnace. Dwel-
- lings for about 500 laborers, and a large storehouse completed and in use,
; constitute the present establishment, forming quite a village in the midst
: of the forest and surrounding hills which rise several hundred feet a^ove
the lofty chimneys in every direction.
The position for the works is admirably chosen, at the base of the hill,
T where it is so steep that a short bridge serves to connect the mouth of the
fiimace with the building in which the ore is prepared ; and still the descent
from the ore bed is so great that they are brought down to the furnace main-
ly by gravity.
The quality of the coal of this region is admitted to beat least equal, and
by many deemed superior, to any other bituminous coal used in this coun-
try ; and the iron ore found in its immediate vicinity is considered by good
judges of superior quality — and the supply of both is believed to be inex-
haustible— therefore we are induced to believe that at no distant day, the
" Mouijt Savage Iron Works," will become celebrated, as well for the qual-
ity as the quantity of it iron — and especially for it railroad iron —
and that, with other establishments, especially in Pennsylvania, which are
now preparing to engage in the manufacture of railroad iron, we shall be
: able in the course of a year or two at farthest to make all the iron — and it
, will not be a small quantity — which we shall require in this country.
We shall refer again to these works in our next number and to the sub-
ject of the manufacture of railroad iron in this country — a subject in rela-
tion to which much will probably be said and written within the next twelve
months.
CONTENTS:
Page.
Reading railroad, 289
Baltimore and Su.iqnehanna railroad, 291
Papers on practical enginrerinp, 293
Anotber railroad route to Boston, 296|Keadinp railroad for 1815,' f
Hentnration of excavation and embankment, 297 1 Railroad convention, (19
Chesapeake and Ohio canal, 306 'Anaericao railroad iron. ^*^
Raltimore and Ohio railroad, 310
CanaU and railways, * ( 818
Engineering extraordinary
AMERICAN
-"llAILROAD JOURNAL, ■
»
AND
-. .. i
MECHANICS' MAGAZINE. '
I
'-4'^'^t"l?!:r:^!lf^^^r'^:^^ef^^^'''i JD.K. MINOR, Edho. i
'^.i^l^:L''l NOVEMBER, 1844. T*^^.^^'' '
5-
NORTHERN RAILRCJADSI
The highly respectable meeting which took place at Boston on the.
30th uit., of which we gave a sketch in our last, offers strong evidence of ^■
the estimation in which railways are held by an intelligent community as,'
Well acquainted with their working as any other — more so than any other :C
in this country we may safely assert. The most striking feature was the J ^
calm, business-like view taken of the project, the care with which the cost,
had been ascertained, the thorough examination of the sources of incom^^-i'
and lastly the additional traffic which might reasonably be expected froni^j
the — sooner or later — inevitable extension of the road to Burlington on lake %
Champlain. There was no false excitement, no promises of 30 per cent" j .
dividends ; but the object was to state everything connected with the propo- V;
sed undertaking so clearly and fully, as to enable every one to judge witk,-
confidence whether it offered sufficient inducement to warrant a permaneoljT-
investment. Indeed it is with this view only that railways are constructed*'
in Massachusetts, and the success which has thus far attended them is oSp:
course the most powerful possible argument for their still further exten-t -
•ion.
The income of the road as well as the comparative merits of differentj
lines in this respect were very ably discussed in three letters of the Hon— ■
Mr. Hudson, which, though not free from error, are, on the whole, at least,
equal to any other papers which we have seen, having for their object th%
exposition of the advantages of a contemplated public work. They attrao-f
> ted much attention in Boston and have had great influence with those des^^^*
rous of investing their means in railways. Their effect will therefore no^^
be limited to the extension of the Fitchburg railway, but will be generallj^"
felt in their influence on the railway system of the commonwealth, " thai
only successful system of public works in this country," whose success wf ;
may saffely ascribe to their being conceived in the spirit which pervades Mr.t
Hudson's letters, "the adaptation of expenditure to income" as one of
322 Northern Railroads.
correspondents defined it when discussing the merits of another system of
public works on the same principles.
There is great reaf<on to believe that the stock of a- railway through Mas-
sachusetts to the Connecticut river will be v-ery shortly taken up. At the
above meeting held in Boston, delegates attended from all parts of the coun-
try which any of the proposed lines were likely to pass through. Although
a strong spirit of rivalry showed itself among them, we are glad to know
that the best spirit prevails among those to whom we must look for the
means. The great object of the road appears to be to strike lake Cham-
plain at Burlington by the best route. On this point there is of course
great diversity of opinion, but it appears to us that the greatest influence
will favor a route avoiding New Hampshire, not only on account of the
" peculiar institutions" of that benighted country, but also with the object
of striking the Connecticut river as low as possible so as to secure the trade
of that valley to the greatest possible extent and then to take a north-west
course to Burlington. We alluded in our September number to the advan-
tages of this route over that direct to Montreal by lake Memphremagog and
the " Eastern Townships," and we find our views more than borne out by
the views given by the numerous able speakers at this meeting. The di-
rect line to Montreal was scarcely alluded to, and as they propose crossing
the Connecticut near the south line of the State, it leaves the advocates of
that line under the necessity of building a road up the valley of that river
the whole length of the State of Vermont. So far therefore as Boston is
concerned the line to Burlington will receive an undivided support and we
consider its construction pretty certain.
The main sources of income relied on are the travel and trade of the
country on the line of road. In addition to this however they will secure
ultimately a large portion of the trade of lake Champlain and of Lower
Canada now coming to New York. They look forward also to a new
route to the west via Ogdensburg, and to the allowance of a drawback on
foreign goods exported to Canada. But the trade and travel of the country
itself will yield a fair income for the capital invested.
It is fortunate that the powerful aid of Boston is now enlisted in favor of
allowing a drawback on exports to Canada and within a year or two the
requisite permission will be wrung from congress. Then the trade of Up-
per Canada, the most valuable portion, will centre mainly in New York,
v^hile the trade and travel of the Lower Province will naturally centre in
Boston when the railway to Burlington shall be completed. We again ex-
press our surprise at the indifference with which the completion of the line
to Whitehall is regarded in Boston as well as in New York. We say in
Boston for it would materially aid their Western railway, though it would not
be able to compete with the line from Burlington either in cost or tim& By
this latter route Montreal will be brought within 24 hours of Boston, while
it would appear impossible to reduce the time between New York and Mon-
treal to less than 36 hours. The railway froow Syracuse to Os<^ego wiU
Public Works at or near lAvtrpool. !.',/"'^v< •, 39S'?*
bring the mtire shore of Ontario within from 30 to 36 hours of New York •
and will complete the main lines of " Northern Railroads." .i'ioi:^
The excitement is by no means confined to th« States of Massnchusetta ,
and Vermont, but extends to New Hampshire, Canada and even to Maine.
The Portland Advertiser contains a well written letter signed ' P,' which '
gives a general sketch of the public works of Canada and draws attention '
to the advantages of a railway from Montreal to Portland, the entire dis-
tance being 246 miles, or only 20 miles further than from Boston to Bur-
lington. The writer also says ihat " Boston may be reached by the way
of Portland as easily as by Concord, and by 29 miles less of road to be .':
built." He has made some mistakes in the dimensions of the Welland ca- '
nal, but, on the whole, makes out a good case for Portland were the ques-
tion simply, which is the best route from Montreal to an Atlantic port opea
throughout the year, irrespective of way business, of existing railways, of
established lines of steamers, of the interest and competition of Boston, etc.
We have already stated that, in our opinion, the capitalists of Boston will
give a decided preference to routes in their own State, hence a rival rout*
to the north must not only not depend on that city for capital, but must ac-
tually be able to enter into competition with its numerous powerful compa-
nies for the traffic of the north. It is useless to look to Montreal at thi»
time. Ship canals are the order of the day there and railways are consid- -
ered beneath their notice. Boston holds the balance in this matter, and will :
unquestionably select that route which offers the greatest immediate return
and the greatest ultimate benefit to that commonwealth of citizens, far sur-
passing in enterprize and energy all the other States of the Union and, itk
proportion to wealth and population, rivalling England itself
PUBLIC WORKS AT AND NEAR LIVERPOOL. "J"
Probably there are no places in the kingdom, not even excepting the me-
tropolis, where a larger amount of money is in process of expenditure in.
the construction of public works than there is at this moment in Liverpool ■
and Birkenhead. Almost in every direction on both banks of the Mersey
huge preparations meet the eye; and, without entering into details, which
would necessarily occupy much space, some idea of their extent may be '•
gathered from an outline of the expenditure. In some of the following ^
items the estimates include the cost of land. In Liverpool there are the u
following works now in progress : Assize courts (corporation,) cost £80,000; '^
new gaol (corporation,) cost £100,000 ; Albert dock and warehouses (dock -^
committee,) £600,000; new North Dock Works, including land and junc-
tion with Leeds canal (dock committee,) £1,.500,000; reservoirs. Green- ;
lane, and corresponding works (highway commissioners,) £50,000 ; Indus-
trial Schools at Kirkdiile (select vestry,) £30,000; gas extension (new gas
company,) £140,000; Shaw street park (private shareholders,) £2,500: ,
making a gross total of £2,500,000. All this is, of course, independent of
many other works, some in progress and others in contemplation, with pro*- 1 *
pects of almost immediate commencement. Among those in progress may :>
be reckoned Prince's park, now forming by Mr. Richard Vaughan Yates,
at^be foiuh^ea^xjfihftlown : the new Presbyterian church in Myrtle street •
334 ' >^ Ra/pid Steamboat Building.^iUfi^ > ^
the female orphan asylum, the Catholic female orphan asylum ; the new
northern hospital (towards which Mr. W. Brown recently contributed
£1000 ;) St. Martin's schools, the Catholic magdalen asylum at Much
Woolton, and St. Mary's Catholic church, in Edmund street. Besides other
works in contemplation, we may mention the Daily Courts, on the site of
Islington market (now discontinued ;) the intended additional railway tun-
nel to the north end of the town, by the Liverpool and Manchester railway
company ; an additional merchandize station for the Grand Junction railway
company ; the enlargement of the Line street terminus ; and some improve-
ments on the Bridgewater property. These various works altogether will
probably absorb not less than another million. So that, in the whole, be-
tween three and four millions of money will have to be raised and expend-
ed before the various present designs for the promotion of charity, the con-
venience of commerce, and the improvement of the town, are completed.
But, if much is going on in Liverpool in this way, more, in proportion to
population and means, is doing on the Cheshire side of the water, at Bir-
kenhead. Here indeed a town is rapidly rising, which will not be excelled
in useful or ornamental elements by any place in the kinghom ; and the
progress of which, in buildings, as well as inhabitants,, during the last four
or five years, has been unprecedented. The magnitude of the public works
in progress at Birkenhead may be inferred from the following abstract
which is taken from the estimates : New market (commissioners, )£20,000 ;
town hall (commissioners,) £10,000 ; park (commissioners.) £25,000 ; docks
in WuUasea pool (commissioners, as trustees,) £400,000 ] dock warehouses
on the margin of Wallasea pool (private company,) £600,000; tunnel from
Monk's ferry to Grange lane (Chester and Birkenhead railway,) £20,000;
making a gross total of £1,075,000 ; and, further, a proposal has been made
vt'hich is now under the consideration of the finance committee of the Liv-
erpool corporation, to buy the freehold of all their Wallasea estate, and pay
for it in ready money ! Besides the works n»med as being in progress, a
cemetery and infirmary are contemplated, to which may be added a design
for the erection of one or more churches. On the two former we believe it
is intended to expend about £15,000. In these items me have said nothing
about the sums being expended in sewerage and laying mains for water and
gas ; they are very large, and in this present year they will exceed any of
the past. After these statements, it will be admitted, we think, that there
are very few, if any, places where the progression in works of a public na-
ture is greater than in Liverpool and Birkenhead ; and that, if there is any
rivalry between them, it should only be as to which shall best accommodate
the puhlic— Manchester Guardian.
Extraordinary Steamboat Expedition.— Five weeks ago Messrs. Ditch*
burn and Mare, the iron steamboat builders at blackwall, received an order
to build another steamer for the Waterman's steam packet company, with-
out delay, and entered into an engagement to complete her ready for the con-
veyance of passengers in five weeks. The plans and drawings were at
once made, the keel laid down, founders, shipwrights, joiners, carpenters
and others set^ work, and on Saturday evening last, four weeks and four
days only after the order was given, and the keel prepared, the new sterner,
which is called Waterman No. 12, was launched and conveyed to Debtford,
to have her engines and machinery fitted in her, Messrs. Penn and Son, of
Greenwich having, in the same space of time, made and finished two oscil-
lating engines, of sixteen horse power each, with boilers and machinery.
At ten minutes before five o'clock on Monday evening, and twenty-foui
Formula for Calculating Excavation, Embankment, etc. 325
hours before the expiration of the five weeks, the steam was up for the first
time, and away started the vessel down the river, at a great speed. She is
capable of carrying three hundred and fifty passengers and is a very hand-
some vessel of her clfiss. Waterman No. 12 commences running between
Woolwich, Greenwich and the Adelphia pier to-morrow. The fare to
Greenwich has been reduced to 4d., in consequence of the low fares charg-
ed by the Gravesend stedLmers.—Raikvay Mag. ^^ .
Stonington Railroad.~~The total receipts for the year ending Aug. 31,
1&42, were $95,435 47
For the year ending Aug. 31, 1843, - ' ^- s; •;;y;; 113,889 31
For the year ending Aug. 31, 1844, - - 154,724 03
, This shows a very satisfactory increase ia ike business of the road, not-.
withstanding the competition of rival routeg.-<; ~^^<_; ' '':^' ^
GENERAL DEMONSTRATION OF THE PRISMOIDAL FORMULA, USED IN EXCAVA-
TION, EMBANKMENT, AND MASONRY CALCULATIONS: BY EL WOOD MORRIS,
CIVIL ENGINEER.
'' In the number of this Journal, for January, 1840, the writer endeavored
to develope a mode of measuring excavation and embankment solids, which
upon the general Hypothesis that the surface of all ground is composed of
planes, longi^dinally and transversely, and free from twisted surfaces^
may be regarded practically as accurate.
This method was made to depend essentially upon two points. :
1st. That the formula, expressing the capacity of a prismoid, is the^ttup
damental rule, for the mensuration of all right lined solids, whose termi-
nations lie in parallel planes, and is equally applicable to each. :
2nd. That any solid, whatever, bounded by planes, and parallel end^
may be regarded as composed of some combination of prisms, prismoids,
pyramids and wedges, or their frustra, having a common altitude, and hence
capable of computation by the general rule alluded to.
From these premises, the inference was drawn, that any such solid, (the
middle section of which, parallel to the ends, could be ascertained) was sus-
ceptible of accurate determination : and consequently as the mid-section of
any given portion of excavation or embankment, can be correctly deduced
from the data, usually taken in the field, that therefore the capacity of these
solid portions might be thus calculated. And we may here observe, that
the same method is evidently applicable to masonry calculations, with even
greater facility, as structures of masonry are usually composed of symmet-
rical solids. V
The remarkable property of the prismoid, above alluded to, was estab-
lished in connection with prisms, pyramids, wedges and frustra of pyra-
mids, by a sinple inverse algebraic process, displaying the relation between
the common rules, laid down by the writers on mensuration, and the pris-
moidal formula. But this formula, admits of a direct demonstration by the
aid of the integral calculus, and of a more connected proof that it is the
fundamental rule for the solidity of all right lined solids terminating ia
parallel planes.
As the paper on mensuration, before alluded to, relies upon the establish-
ment of this property, it has occurred to the writer that it might be agreea-
ble to some of the readers of this work, to have a direct developement of
the principles, which that essay reduces to practice ; and with this view, I
propose, first, to establish the truth of the prismoidal formula and then to
trace up the dependence upon it, of the ordinary rule for the mensuration
of other solids. _ ^ ^__^^ ..-.i.^^.- , . ...._^ ... a>.
326 Formula for Calculating Excavation^ EmbaTikment, etc.
i*.A ^f" General Demonstration of the Prismoidal Formula.
Fig.
2. Base
= b.
. .; ;■ • I--.,' '. , :
■ 1
• •■-•- .-.J - ,
J}.
ee
Fig". 3. Mid. sec. = m;
Fig.^ Top = t
r"*
o
f
3>-f ^
Let fig. 1 represent a prismoid ; fig. 2, the base ; fig. 3, the mid-section;
and fig. 4, the top. All the dimensions being designated, as marked upon
the several figures.
The area of the base will be, (see fig. 2,) axb = ab. r-.v • :V'»^c.
The area of the mid-section will be, (see fig. 3,)
... (.-{)x(.-|) = (^)x(^)
■ 2af—2bc-{-fc
■Ui:
Aab
■;.,rt^4>../^;
Whence four times the mid-section : = 4 a ft — 2 af — 2 ft c -{-fe.
The area of the top will be, (see fig. 4,) (ft — f)x{a — c.)
— ab — af — bc-\-fc.
Any transverse section of this prismoid, parallel to its base, or top, will
be a rectangle.
The lengths of the sides forming the rectangle of the top, are supposed
to be less than those of the bise, which correspond to them by the quanti-
ties/and c, respectively. And it is evident from inspection, that the sides
of the rectangular sections, proceeding from the base towards the top, di-
minish as the distance of the section from the base increases.
Let a:, be the distance of any section from the base, supposing it, o» course,
to be parallel to the base or top, then the diminutions in the sides of this
rectangle, will be to the total diminutions in the ratio of x to A, or as .5..
A
Therefore, generally, the area of any rectangular section of a prismoid,*
at any distance, x from the base, will be
■- ■-■^•*"«)i' ' -i«, •' > ;-^
t.
Formula for Calculating Excavation, Embankment f etc. 327
^ ,. /a&A'^ — bchx — afhx-\-fc^\ »•««-''
•Whence expanding = ( -j^ — J =area section.
Wherefore the element of solidity, or differential of the solid, V^j )* ,,
/abh? — bchx — afh x-\-fc 7?\ ■ -'v.« ...^^
"""^^ , abh^dx bchxdx afhxdx .fen? dx ^:j^
..^, Whence —^^ _______+_^.
The integral of which will represent the capacity of any frustrum of a
prismoid, whose length = x.
/abh'^dx fbchxdx Pafhxdx Pfc:?^ <>y!:^.
• abh^x bchx' afhx^ fcx^ ...„■- V
-_/^■Jl ;i«'-. ' it ' --:.'.
In point of fact, this integration produces a constant quantity, C, but as
this = O, when we estimate the capacity of the solid, from the base, as wo .
propose to do. we may neglect it.
Reducing to a common denominator, we have, ;: i .^ ' ,. > ^ . ^
- y . Gabh^x 3 bchx' Safha^ 2fcx^ X/I^n; .
6A'^ 6A* 6^^ "^ 6A*
which is the general expression for the solidity of any frustrum of a pris-
moid, whose length measured from the base = x. Now to transform this
expression, so as to apply to a whole prismoid, we must suppose x = A, and <
let 5 = solidity : - ■•
Then substituting h for x in the above expression we have,
\, Qabh^—3bch^—3 afh^ + 2fc h^ >;|^%^
Or dividing byA' = (6ai — 36c — 3 a/+ 2/c) X ^ = S. / ^
Which expression may be transformed into the following, , i
l{ab — bc — af-\-fc)-^{^ab — 'ilbc — 2af+fc)-\-{ab)\ XgA=S.(A.)
We will call this equation A, and it is equivalent to
I (Area of top.)+(four times area mid. sec.)4-(area of base) I x « A = S.
See the areas of these sections as heretofore deduced. The above equation
A, is in fact, the general formula. , _
{b ■\- A m ■\- 1) X -^h = ^ at which we desired to arrive, and the truth of
which is established by the foregoing investigation.
To trace up now the dependence of the usual rules for the capacity of
certain solids, upon the general formula, it may be premised, that of all
right lined solids, bounded laterally by longitudinal planes, and terminated
in two transverse parallel planes, we distinguish but four independent sp>
CICSj VLB • • , 'ixi^i^r'f'^ STteih'ir.'.*' »"'f-'*»^
' W«dVi«r » ^*f*T% .;-♦ li-
■-'J*''*:...,v
328 Formula for Calculating Excavation, Embankmtntj etc.
1. Prisms, which on account of the analogy subsisting between them, in-
clude cylinders.
2. Pyramids, which include cones, because cones, and pyramids of a
common altitude, and equal bases, are equal.
3. Wedges.
4. Frustra of pyramids, which by anklogy include frustra of conss.
To show that the general formula, is the fundamental rule for determin-
ing the solidity of these several solids, and by a necessary consequence, for
the mensuration of any right lined solid whatever, made up of any combi-
nation of the four species, having a common altitude. We will take up, ;
1. Prisms.
These are in fact, prismoids, of which the end sections are equal and sim-
ilar : and as all sections of a prism, parallel to the base, must be also equal
and similar, therefore the sides of those sections do not diminish, and/ and
c, the diminutions of the prismoid, when it becomes a prism, vanish, or be-
come = O.
Substituting then in equation A, zero for /and c, we have, I .
( \ab—{bxo) — {axo)-^{oxo)'] + \ iab—{^bxo) —{2aXo\-^
y .. (oXo)j X(ai))xgA = S.
Which is equivalent to ({a b) -{- {A a b) -^ {a b)\ x-^h = S.
fs-f :. h .r,vi^ , ^ Whence, (6 a ft) + 1 A = S. *'^ v < ^ v^^^.
■XtX,
Or, finally, abxh = S. which is the usual rule for finding the solidity of
a prism, or cylinder.
2. Pyramids
A pyramid may be considered as a prismoid, whose sides diminish by
such a ratio, that if the solid vi^ere prolonged from the small end, the sides
of the rectangular sections, would vanish at the same moment, or concur
upon a point, (the vertex of the pyramid ;) considering the prismoid at this
instant, it is evident that the diminutions /and c, of the sides of the base,
become equal to the sides themselves, and if the base of the pyramid be any
rectangle ax b, we must, therefore, in equation A, substitute a for c, and h
for /; and we have, v ,
((ab — ba — ab-\-ba)+{Aab — 2ba — 2ab -\- b a)-\-{a b)\ x^A = S.'
^; ": #U Whence, ((^o) + {ab) + {ab)) xU = 8. ^ ,:; . , r-l^
; • ; . — ' Or,(2aJ)xh = S. ,^
.-" ' ' ■ Or, finally, a & X 5 A = S. ' "*^r
'■'••-vr u * V
which is, in fact, the commoif rule laid down in the books, for finding the
capacity of a pyramid, or cone.
3. Wedges.
>,. If we imagine the sides of the successive sections of a rectangular pris-
■ ; ■ ■ ■- :", - :,.V . _■■- -■ ■■■■-:-■•-■■■)■•:- ■
Formula for Calculating Excavation, JLmbankment, etc. ^SSH
moid, to diminish by sucli a ratio, that if the solid were prolong^ From the
small end, they would not all vanish at once; then it will be found that
when one pair of sides of the rectangular section disappears, the other pair
.will coincide, and become a right line, the solid in point of fact, will run to
an edge, and the prismoid will be transformed into a wedge. Let the base,
or back of any wedge, be any rectangle axb, and suppose in the prismoid
^fig. 1, the side a, to vanish, then it will become a wedge, of which (A — f,)
= the length of the wedge ; a = breadth or thickness of the back ] b =the
length of the back. And as the side, a, is supposed to vanish, it will at the
-instant of disappearing, become equal to c, its diminution.
Substitute, therefore, in equation A, a for c, and we have, ..';!>rj,'s|f^.«^j.»
.^/(a6— ai— a/+a/) + (4a6— 2a6— 2a/+a/)-f(a6))x5A = S.
■' .■k^^* : -^- - ; rM Whence, (3 a h—uf) X ^ A = S. ;- -V^tr .^^^ /
■ But (5—/) = "length of edge;" a = " breadth or thickness of back ;*•
"and 26 = "twice the length of the back."
Consequently, this expression is in fine, the common rule laid down, by
writers on mensuration, for ascertaining the capacity of wedges.
4. rrustrA of Pyramids,
We may regard these solids as prismoids, whose sides diminish by a reg*
i: «Iar proportion to their own lengths, such, that if the solid were prolonged
l,from the small end, all the sides of the rectangular section, would vanish at
.-.once, and the solid become a pyramid. Therefore /and c, the total diminu*
utions in the sides of the frustrum, or the quantities by which the sides of the
top are less than those of the base, must have the same ratio as the sides
..themselves. . ., .^
?■:';,■'.;> y Oiff:c::b:a. "'''''-- i.:i :\";;-'T^"ji--'-> .
^.feii^:^'^ Consequently, 5c = a/; and /=_. %
••• be *
^ Now m equation A, substitute^ ( for nf, and — for f, and we have, .;\
-^{ab—bc — bc-{- -^)+<4ai — 26c — 26c+*-i.)+(ft6)\x^A=a
*' / 2bc\ 1 ^
t^l iv«s mm tf Whence, ^6 a 6—6 6 c + ~^) X 6 ^ ^ ^ ''^
4 * , A c^v 1 '•»':*;>> .^iji. . i-
Or, l3a6— 36c+ — lx^A = & M'^*
-■••■•'-.V;
Which may be transformed into -. x«:: > l> ,
■^ ^{ab-2bc-{-^~)+{ab-bcl+{ab)jxlh = 8. ,^, :
b c-\ .
* But {arb — 2bc-\ I is the area of the top, when the prismoid becomes
> <! / "^ ^ ..
.^,a fruetrum of a pyramid. And (a6) = area of base, while {ab — 64 =
330 A, ,v;^*«;«tV;'^iV;Ti'' "^ Canadian Cnnal8.^^M>
be"
(abX{ab—2bc-\- — ))
the square root of the product, of the end areas.
Wherefore, the above expression, is merely the usual rule for the capaci-
ty of frustra of pyramids, or cones, expressed in Algebraic language.
Besides the applications we have above given, of the prismoidal formula
to the measure of solidity ; it may be employed by simply substituting lines
for surfaces, in the measurement of the superficies of triangles, parallelo-
grams and trapezoids.
For a triangle may be regarded as a rectangular pyramid, of which one
side of the base equals zero. , ;
A parallelogram, as a rectangular prism, without thickness.
>fe And a trapezoid, as a wedge on a rectangular back, the side of which ia
perpendicular to the direction of the edge, or in fact, the thickness of the
back = O.
The prolific formula, of which we have been treating, has also, some
other applications in mensuration, such as to determine the solidity of an
Hemisphere, a Sphere, a Spheroid, either oblate or prolate, a Paraboloid,
an Hyperboloid, and by a slight transformation, to calculate the surfaces of
several bodies. But as all these are foreign to the present purpose, the
writer does not propose to engage in their discussion. . ^, *•
V Oldtowny Md., May 2bth, 1840.
Reduction of Tolls. — It will be seen by the advertisement of the super-
intendent of transportation of the Baltimore and Ohio railroad company,
that the charge for the transportation of flour from Harper's Ferry, Frede-
rick and all points east of those places, has been materially reduced. From
Harper's Ferry the charge will hereafter be 25 cents per barrel, and from
Frederick and the Monocacy, the rate is reduced to 20 cents. We are hear-
tily glad that this measure has been adopted, and we have no doubt that Id
due time it will prove itself to be both wise and profitable.
/. ' • CANADIAN CANALS. a' :-r-i" '
• The two following tables contain numerous details which will prove in-
teresting to our readers. They are from an official report for which, among
other documents we tendered our thanks to the Hon. Mr, Woodbridge. U.
S. senator from Michigan, in a late number of the Journal. The estimates
are in ' currency' or four dollars to the pound. They amount to nearly 5
millions of dollars but do not include the sums expended before the estab-
lishment of the board of works, about four millions of dollars, making the
total estimated cost nine millions for 88^ miles of canal, 59 locks and 537
feet lockage. This is about $100,000 per mile or more tlian the cost of
the Reading railway complete for a down trade of one million tons per an-
num besides up freight and passengers in both directions 'ad libitum.'
That is, the mere cost of these canals exceeds that of the Reading railway
with a double track, buildings, engines, cars, wharves, etc., etc., for a trade
about twice that of the Erie tanal. We do not find a word of the revenue
of the works in operation, the tolls charged and to be charged, or of the
mode in which these canals are to cheapen transportation. The difTerence
m dimensions are to us very curious, there being no less than five diflerent
^ '- ; • •^: ;^ Canadian Canals. " ■' V , 331
widths at bottom and six at the surface. The favorite dimensions for locks
■' are 300x45x9, though the locks of the Welland canal are only >50x26iX
8^ or in the ratio of 10 to 33. Now the Welland canal receives the New
• York trade as well as the Canada trade ; the former exceeds the latter in
amount ; all freight in both directions must go by the Welland, while the
river takes all the down freight from the St. Lawrence canals and the Ri-
deau competes for ihe up freight. It appears therefore to us that the ratio
should be inverted, that is, that the St. Lawrence canals should at most equal
tiie Welland canul in dimensions of locks with a smaller channel to pass
r the nearly empty boats going up.
We believe the toll to be 30 cents per barrel of pork or $1,40 per ton,
which would make the toll alone for 38 miles equal to 5 cents per ton per
mife, a high price for the total cost of transportation on a railway doing a
medium business, ^ut great as is this charge and large the amount of pro-
duce passing the Welland canal, it will be long before it will have paid
expenses and interest, even without any new rival.
It will afford uS great pleasure to publish any communications giving a
more favorable view of the prospects of these canals, for, in addition to their
obvious disadvantages of immense cost and northern position, we confess
that the communications of our correspondent on the " Canals of Canada"
have not been without an influence which the case of the Beauharnois ca-
nal has not changed for the better. A statement of the income, expenditure,
rates of toll, of transportation and of speed on these canals would be verj
acceptable. They are the only works of the kind in Europe or America,
and their success or failure must powerfully affect the prosperity of the
Province in general as well as the cause of public works there for manj
years to come.;^ . ..^-.v. ,:. >,, ., ^
There is one circumstance to which much importance is attached in tha
report: the low cost ;?er ce»^ of superintendence. This serves merely to
cloak the most extravagant expenditures and gross professional incapacity.
Suppose more competent men with twice the salary had executed better
works for one half the sum ; then the cost per cent for superintendence
* would have been four times as great though the public would have saved
nearly half the total expenditure.
A low rate of superintendence estimated on the cost may prove economy
in management ; it may also prove great extravagance, the employment of
cheap and incompetent engineers or, admitting their capacity, it shows gen-
erally that the work executed at the least cost per cent for superintendence
€ither requires less engineering or has been more or less neglected. For
example, it is about as easy to stake out a canal 10x140 as one 4x40 like
the Erie canal though the difference in cost i» nearly ten times. The whole
system of these government canals rests, however, so exclusively on the
** ad captandum" that it appears almost ungenerous to pull away this last
leg left theaviQstagd^ ^ ,
':'-■- '■■■■ ' - ■ -^^ . ."'
332
Canadian Canals. -K ' ■
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^if^-j ii'jff- v*l: wr»^^ Miner al&gy.Jiifsii^ M* if«* -r^ 333
" All these canals will be completed before the opening of the navigation
in the spring of 1846. ' '■'S; •;•,.;: 7
'T There are a great number of minor works which swdl the total estima-
ted cost to £1,761,721, exclusive of large sums expended on the Welland,
Cornwall, Lachine, Chambly canals and perhaps some minor works, which
in the aggregate must reach five millions of dollars. The total cost will
therefore be twelve millions of dollars as estimated, but if they are complc'
ted for fifteen millions the Province will be much more fortunate than the
State of New York has ever been since the opening of the Erie canal.
Whether those works will soon or ever be completed is a question we do
not hazard an opinion on, but in any event we think the information con-
veyed in the tables will be generally acceptable to our readers.
(A considerable sum, about $260,000, is to be expended in deepening
lake St. Peter, between Mantreal and Quebec, but this will not affect the
western trade, for, should that ever become very important, the trans-ship-
ment will of course take place at Quebec, as it will only cost half as much
to run the light barges with their heavy cargoes to that port as to bring
heavy sea vessels to Montreal to load them.) - ... ^^
■,\m^m'i':%m^^^^v\.^^^^ MINERALOGY. -0^^^ rnm^ ^^^M- -.:
■^ The deep cuttings and tunnels on the numerous public works of the pre-
sent day afford the fairest opportunities for the study of mineralogy as well
as of geology. By means of the latter science we acquire a knowledge of
the peculiar earths or rocks likely to be encountered in certain localities,
and mineralogy teaches us the chemical constituents of these substances.
In a general reconnoissance of a country such as ought to precede all in-
strumental examinations the general arrangement of the strata is the great
consideration ; but when the construction is to be commenced, the properties
of the various earths to be removed and of the stones to be used in building
must attract the attention of the engineer. In these important investiga-
tions he will be materially aided by the very valuable edition of Phillip^
Mineralogy, edited by Francis Alger, Esq., a scientific gentleman of Boston
and lately published in this city. This is not one of those re-publications
to which the American editor contributes only the sanction (!) of his name in
large capitals on the title page ; but it is just what it professes to be, the best
English elementary treatise on mineralogy with the latest European addi-
tions to the science as well as the numerous and very valuable contributions
of the extensive geological surveys which do honor to the States by which
they have been authorized. The publishers say : ; ^\
\- (( l>hillips's Mineralogy has proved the most popular treatise on the sci-
ence ever published in Great Britain. Prof Brande, of the Royal Institu-
tion, London, thus speaks of it. ' One of the most useful practical works
on mineralogy, and, in our language at least, the most available for the use
<tf the student, is Mr. Allan's edition of the elementary treatise by the late
Mr. Wm. Phillips.' Its circulation in this country has also been very ex-
t6|isi7& The present edition comprises three hundred more pages, and one
S34 Itondon and Birmingham Railroad. — New Propeller.
hundred more fifj^ures of crystals, and about one hiindred and fifty more spe
cies and important varieties, than are contained in Allan's edition. Not
withstanding these additions, the price of the book' is considerably Itss thaa
Allan's, or any other recent treatise on the subject.
"For the convenienc.e of those who may wish to arrange their cabinets
on a chemical system, several hundred extra copies of the formulas have '
been struck off, and will be sold at the cost of printing. These can be con-
veniently cut apart and pasted upon the specimens.
" We would add, that this work has been approved by Prof. Webster,
and adopted by him as a text book in Harvard college ; the splendid cabi-
net in that institution, having recently been re-arranged by him, in accord-*
ance with the same system."
THE LONDON AND BIRMINGHAM RAILROAD,
Is 119 miles in length. It cost £6,002,452, or thirty millions of dollars.
It is well managed. The expenses, proportioned to the receipts are only •
32 per cent, with a mixed traffic of passengers and freight. The receipt
from the former, proportioned to the latter is as three to one. '
^ The receipts for 1842 were - - £809,247
«^"-" ^"^-^ 11^1 ••"^^1843 " --^^ ;---':-— ;;v-^- 91^522
Six months 1844 « * Z.-.m^ r':.--- 405,768 >
These receipts average £813,000 per annum for 3 years and are double \
the amount received per annum in this State, for tolls on all our canals, of
six times the length of this road. The original cost of these canals, were
not half the cost — a little over one third — of this road of 119 miles.
This road contends successfully with a canal (the Junction) that runs side
by side with it. The receipts and value of the canal has fallen off full 50
per cent while the railway stock is £225 for 100 paid, and divides regular- .
ly ten per cent, per annum.
J The British government allow this road £14,700 per annum, or at the
rate of $600 per mile per annum, for her penny mail which now nets the
government $3,000,000 per annum. J. E. B.
NEW PROPELLER.
' A friend and frequent contributor obliges us with the following particu-
lars of the mode of construction and performance of Aldrich's vertical sub-
merged paddle wheel.
" We were indebted to the proprietors of the Atlantic Works for a pleas-
ant excursion down the bay, on an experimental trip, in the Orion, a vessel
of 150 feet between extreme points, 140 feet keel, 25 feet beam and 10 fe^
hold, 350 tons.
" Messrs. Allaire and Aldrich who accompanied us, stated that the form '•
of the vessel was not such as they would have desired for the engine, for ■;
speed, and they were limited as to space, to make her an effective freight- /:
carrying vessel. The owners of the hull selected their model, and if the
small vertical wheel did not work, it was to be taken out with the engine, .
and the loss was to fall on these enterprising mechanics. It is therefore gral- -'
ifying to record that this essay was perfectly successful, taking into view the
lact that everything was new. The boiler generated foam faster than steam,
which, £»f^g itself into the cylinders, caused us to stop several timeS] to
blow off water. This defect we believe is common with new boilers. It
was difficult to keep up, from this cause, 30 to 40 revolutions. To give
full effect to the wheels, it is desirable, and they can be made to revolve from
55 to 60 times to the minute. ' f
" To give you some idea of our speed and the distance run, I would State
that we left the Atlantic Works at 11, A. M., with Mr. Henderson, pilot,
and run down the bay and past the Hook to ' south the Cedars,' a distance
of 25 miles, the tide favoring us, but with a strong wind against us. On
our return, we marked the time from Fort Hamilton up to the Dry Dock
wharf, oppQsite which we arrived at 4.20 P. M , making 12 miles in the
hour. The aA'erage of the above is ten miles, with a two mile current, if
we take off 45 minutes for stops, to blow' off the water in the cylinders, and
to get up fires of anthracite coal,
ji)" The wheels are made water tight, of boiler iron, seven feet five inches
diameter, twenty inches wide. On the species of drum are placed iroa
buckets, 14 inches deep, thus making the whole wheel but 9 feet 9 inches,
to propel a vessel of 350 tons. One of the great merits claimed for this
wheel is, that it is placed within the frame of the vessel, in a species of wa-
ter-tight bunker, and is no impediment, except the revolving motion of thk
small wheel, when thrown out of gear.
" The whole apparatus is placed in a space of about 22 feet square. The
boiler is 18 feet long by 6 feet diameter. There are two cylinders, 20 in-
ches in diameter, with a thirty inch stroke, one on each side of the boiler
acting directly on the crank.
" it was the wonder of all on board, when the steam was once raised to
42 revolutions, to notice her performance."
The engine and paddle wheels were from the well known establishment
of Mr. Allaire. One of the advantages of this wheel is that it may be
made so as just to float without bearing on the boxes. The present wheels
bear on the upper box. It will be disiinctly seen that the friction is reduced
to a minimum when working, and, when sailing, with the wheels out ol
gear, the retardation must be very small — insignificant as compared with
the ordinary paddle wheel or Ericsson's propellers. The breadth of beam
is not increased ; this is a great consideration with sea-going vessels as well
SLU with canal boats, unless the vertical wheels work too near the bottom to
be applicable to the latter. . k
The Allaire works are very extensive and are to be considerably increas-
ed. They employ above 200 men and do all the work connected with steam
engines and other heavy machinery within themselves. It is on such es-
tablishments that we must rely for steam ships to extend our commerce ia
peace and to defend our harbors in war. It is of the want of such establish-
ments in France that the Prince de Joinville complains so loudly and with-
out which he very properly concludes, that rivalry with Englaqd either ia
peace or in war is impracticable. A very slight inspection of the Allaire
works will convince any one of the expense, skill and method necessary in
such concerns and of the difficulty attending their establishment in the first
place. Luckily this country now boasts many such, considerably in ad-
rance of other nations — England of course excepted — both as regards skill
and capacity. We give in this number an example of quick work in Eng-
336 ... v-Vf Great Western Railway of England. -/,-,/
land, than which nothing can better illustrate the importance in every point
of view — commercial as well as military — of these large and well conduc-
ted private engineering establishments. >,
GREAT WESTERN RAIL W' AY OF ENGLAND."^
That some idea may be formed of the cost of this work compared with
railways in this country, I would state from the last report, that 119
miles exclusive ot the Cheltenham and Oxford branches, cost £6,705,112,
or $33,525,560. The following, in round numbers, at $5 to the £1, com-
pose the items of this immense expenditure. f
Total. Per mil*.
Law expenses and procuring act of incorporation, $950,000 $8,500
Land for road bed, m^^iii''^ J . f s^^ tj 3,960,000 33,560
Engineering, i^' ^"i'^il^-'V#-f '^ - 775,000 6.568
Grading, , ,j^ ^ .,;,^^ j.. ... -^i,'^^ ^ry ,; ^,,,^ tr 18,835,000 159,610
Superstructure, <^r:,v .-f' 4v )mtrf>*::*V i.--4ir// 6,600,000 47,457
Motive power, - -' ■■^ -^if^j^'^-iL-'- ^ 3,018,750 25,682
Incidental and office expenses, ' 'i^'^' " ''[^''r^-'^'Xr 386,810 3,276
or at the rate of $284,000 per mile. ^ ' -'l;^' ^"'rV^'i^' '' V. .;
.^ On this immense expenditure this road now pays 7 per cent The com-
pany procure loans at an extended period at 3|^ to 4 per cent. i>frp ^(ih^«
y. The capital authorized is, iAy. • - • -••-..• £3,673,603
i Authorized to borrow. -"^" - - "■" 'V • 3,679,343
^' The width of the track is seven feet. The average velocity with the
mails, for which the government pay $400 per mile per annum, is 35 miles
per hour. :<tiVr ^!<iit^^»^ ikii^'ivft^ '•^fffii^''^i^^ ■"¥■:
M On the London and Birmingham rond the British government pay $600
per mile per annum for a less rate of speed, but for a greater service. The
mail service on other roads and branch roads in England, varies from $200
to 600 per mile per annum.
The total receipts for 1842, were w*'>;: »< 'sf* <t " £669,535 ^
y «t/) u u |g43 u . fsi}>im .J.ui(^i 707,522 '*
6 months, « 1844 " - - 369,250 '<^
"# The expenses, proportioned to the receipts, were 39 per cent, in 1842 ;
86 in 1843 ; 34 in 1844. The receipts from passengers, proportioned to
receipts from freight and the mails, was as 3 to 1. The whole number of
passengers transported during 1843, was 1,629,150. The average number
daily, 4500. The number of miles travelled in 1843 = 53,942,124.
^ This immense business, = £740,000 per' annum, is more than double the
-average tolls received on all the canals in the State of New York for three
years past. These receipts do not equal the average amount received per
annum — £813,000 — for the last three years from the London and Birming-
ham railroad (119 miles) in length. ' An amount, that shows the importance
of that road and the Western railroad to the travelling and trading commu-
nity of Great Britain. The average speed of railways, over coaching, is
Jo the ratio of 4 to 1, when stops are included. The rates of freight, both
. .>t .'■'^ ■ .■; i.1.
..." - . . A _^ ■ . -r -■•. -■ ..-;'. pV.' "i.^.
. Massachusetts arid Vermont 'Razlrodd. — Wooden Railways. 337
by canals and teams have been reduced, since the introduction of railroads.
This great improvement has enabled the British government to introduce
the penny postage system, with a nett profit of $3,000,000 per annum, rap-
idly increasing.
HJp" Will the government of the United States profit by this example
and secure in time, the right to use the several State incorporations, on equi-
table terms, compared with the service they can render the government «
- J. E. B.^
' Mr. C. Williams, " a farmer of old Suffield, Mass.," has published a
very sensible letter on the Massachusetts and Vermont railroad, in which
he draws attention to the saving which would result from connecting Brat-
tleboro' with Boston via Springfield and the W^estern railroad in place of
extendinjr the Fitchburg road to that village. He says:
" It may be well, for a moment, before it is concluded that the valley road
is an object without inducement, and to be abandoned for the sake of a con-
nection with the Massachusetts and Vermont road, by means of a branch
road, to count the cost of the two enterprizes, and the comparative probabil-
ities of their completion. The Northampton and Springfield road may be
practically considerrd as completed. The distance from Northampton to
Greenfield by railroad line is 18| miles, of which eleven miles are straight
over a sandy plain, where the deepest cut will not be more than eight, and
the heaviest filling twelve feet. The rest of the line has but little curvature
and is very ^asible. The rslimated cost of the road with a T rail of fifty
eight pounds to the yard is $275,000, and the road can be completed in one
season.
f " The distance from Greenfield to Brattleboro' is 19 miles, and the cost
of a railroad cannot exceed $20,000 per mile, or about $380,000 for the
whole distance.
• r " Thus it appears that the cost of connecting Greenfield with Boston by
the Western railroad, will be $275,000 and of connecting Brattleboro'
$655,000 ; the distance from Brattleboro' to Boston by Springfield, being
154 miles. Jt*<av.
The cost of connecting Brattleboro' and Greenfield with Boston, by
means of the Massachusetts and Vermont railroad, will be according to the
estimate, by way of North field, $1,655,303, to which add the cost of a
branch to Greenfield, $222,000, and we obtain the cost of uniting these
towns with Boston, $1,877,303. Distance from Brattleboro' to Boston by
the Fitchburg railroad, via Noithfield, is 117 miles. Outlay necessary to
save the distance of 37 miles upon a railroad, Avhich may be run in less
than two hours, #1,222,303. 4:
4- WOODEN RAILWAYS FOR IRELAND. - j^
The late elaborate report of the Irish railway commissioners of 1838
has no doubt elicited many plans for applying and supporting an economi-
cal system of intercommunication by railroad in Ireland. Among the most
deserving of attention of these is one contained in a letter recently addressed
to the Irish railway committee of the house of commons by Mr. Bridges,
in which that gentleman applies himself with much practical knowledge of
the subject, to prove that a system of wooden tramways, equally expeditious
and more safe, more durable, and conisderably more economical than the
iron railway, might at once be introduced into Ireland, to the mutual benefit
338 =.,r„.A:,< Wooden Railways for Ireland,
^> ■.,i'» .;. — ir
of the English, Scotch, and Irish capitalist, merchant and laborer. In con-
veying to our readers a notion of this plan we shall avail ourselves of pot«
lions of Mr. Bridge's letter, and thus describe its details : ''■•.
" The rails, or rather trams of 7 to 8 inches scantling, are indurated and
protected against the ordinary destructive agfTicies of fire, rot, and insex;ts,
by a very philosophical process, to wit, the injection, by successive exhaus-
tion and pressure, of two solutions, mineral and alkaline, which, by decom-
position, transmute the timber into a new and incorruptible substance. These
trams are laid down on the principle of the ' double way' of the ancient
tramroads, which is also the modern principle of the Great Western rail-
way ; that is to say, they are let into wooden transverse sleepers, and secu-
j;e4, thej-.eoa by wedges, forming one great frame of longitudinal and cross
sleepers, on the level surface of the ground. The tires of the wheels are
perfectly flat, and before and behind each carriage two guide wheels (the
Prosser guide wheels) are fi.xed at an angle of 45 degrees, revolving upon
independent axles ; a deep groove in their circumference embraces the upper
and inner edge of the trams, and the friction being thus thrown upon the
oblique axle, the carriages are guided with perlect safety, and without any
perceptible abrasion of the rails. The friction and oscillation, and general
•wear and tear involved in the use of the conical tire and the flange, are thus
obviated ; and the friction of attrition is converted into a friction of rotation.
All the wheels, moreover, are on separate axles, so that in a curve, the in-
ner and outer wheels adapt themselves necessarily to each sinuosity ; on the
present system of common axles, the outer wheel revolves while the inner
one is dragged along upon a curve. Upon a level, experiment has proved
that one-fourth less power is required to move an equal weight upon a rail-
way of this construction than spon the flanged wheel carriage of an iron
rail ; at the same time, the bite of the wood affords a greater power of as-
cending gradients, and the bevel wheels give the facility of traversing the
sharpest curves. A machine of seven tons can thus mount and descend
gradients of less than 1 in 20, and traverse curves of 500 feet radius at the
rate of 25 miles an hour. On the one hand, the durability is attested by
the fact that wood properly prepared has recovered the deflexion occasioned
by the pressure of 140 tons upon a segment of an iron wheel three inches
in the tire, and that an experimental traffic equivalent to seven years of an
ordinary line did not obliterate the sawmarks upon the wooden trams, which
on the contrary actually polished the bevelled surface of the guide wheels.
While the guide wheel is equally applicable to the ordinary iron railway, a
peculiar advantage, besides that of primary economy, in the use of the pre-
pared longitudinal beams, is to be found in the action of the deliquescent salts
which entre into their preservative composition, and which effectually pre-
vent slipperiness from frost, and from the opposite extreme of intense sum-
mer heat. * '/^
" The superiority of longitudinal sleepers over stone blocks and chairs, is
demonstrated by the successful experiment of the Great Western railway ;
and the rationale of such a mode, and its peculiar adaptation to the circum-
stances of Ireland, in spite of the abundant stone of that country, are well
exhibited by Mr. Vignoles, in the appendix to the Irish railway report, (ap-
pendix A, No. 1.) The rigidity and the vis inertia of stone supports, in-
deed, may be held to be one among the many causes in operation which in-
duce such a fearfully rapid wear and tear upon some of the existing railways.
" The comparative saving in the mere supentructure of wooden and iron
railways may be thus tabularly exhibited :
Wooden Railways for Ireland.-*- ^^ \ »•
'••""^' '-' Wooden Rail. ■ -^ *-- '
' 8280 cubic feet, 2s. per ft., 528 0
Paynizing^, 62 8
Wedges, labor and carriage, 300 0
* Contingencies, 240 0
3520 sleepers, at 3s. 6i., 616 0
£1746 8
—^ Iron Rail. 'M/cyvJ
With rails 60 lbs. to the yard ."-= ''^ 7
it will cost for rails, chairs,
bolts, etc., 2400 0
Labor and carriage, «• ■ ' ■^* 300 0
Contingencies, 240 0
3520 sleepers, at 3s. 6d. 616 0
£3556 0
Balance in favor of wood in «upersuructure alone, £1809 12s.
" Besides this, there will be at least one-fourth less cutting, and a contin-
uous saving in wear and tear of machinery, carriages, etc., which may be
two-thirds less in weight, with equal tractive power. But the immense sa- '
Tins in construction, in superstructure, earthworks, embankments, masonry ;
and purchase of land, is even of less importance than the immense moral
and social advantage which the system involves, of connecting towns and
villages in all directions, which the present mode altogether excludes from
the benefits of more rapid intercommunication. On the present system, a
saving in the expense of embankments, necessarily involves an additional
cost of working. A better illustration of this cannot be found than in a
comparison of the two surveys of Sir John Macneill, in his valuable report
on the North Irish line (report, appendix. No. 4.) There are scarcely any
gradients or curves in the Irish railway report, which need be avoided by
the guide wheel system of wooden railways. By such a system, a line
from Shrewsbury through Wah'S, to Port Dynllaen, even more direct than
that suggested by the commissioners, might, in the first place, be thus con-
structed for less than one million sterling, bringing Dublin within 12 hours
of London ; and thereafter the Irish metropolis might be brought into rapid
comjnunication with every town in Ireland, at an average cost of £4000, oi
£5000 i^er mile.
" To sum up the benefits to be anticipated from the adoption of the new
system. >.,,>. -. v
" First, as regards the details of expenditure: u^'S'^
' " Tunnels, deep cuttings, embankments, and bridges will, in most cases,
be entirely obviated, seeing that gradients of 1 in 20, and curves of 500 ft.
radius, may be readily surmounted at a speed of 25 or 30 miles per hour:
the purchase of land is reduced in amount ; the material is greatly cheaper
than iron : engines and carriages may be reduced to one-third of the usual
weight, with greater tractive power ; the annual wear and tear is also re-
duced, and as the rails are laid down on the existing face of the country, no
disfigurement of the ground is necessary upon private estates, which are or*,
dinarily deteriorated to an extent for which no amount of compensation can
be an adequate equivalent ; and, at the same time, as a necessary conse-
quence, the crossings from one part of an estate to another may be main-
tained in every direction. It is to be noted particularly that the system in-
volves no central rail, or indeed any complexity to preclude its adoption on
existing iron railways.
"Second, as regards the public interest: - ' ''^
" Safety is insured by the use of the guide-wheels, which, being adapted
to the upper and inner edge of the rail, and attached at an angle of 45 de-
grees, preclude the possibility of an overturn, while, by their peculiar con-
struction, scarcely coming into play except when a great centrifugal infliy^,..
ence arises, there is no calculable amount of abrasive action on the tram.
" Cheapness of transit to all classes, is of course induced by the redaoi*^
340 .' • Harrisburg and Lancasltr Railroad.
tion of primary expenditure; and ease and comfort are in an eminent de-
gree secured by the avoidance of those causes of oscillation which are in-
volved in the use of the conical tire on the iron system.
[We do not pledge ourselves to the absolute correctness of the statistics
of the above plan, but we thought the subject of so interesting a nature as
to warrant us in laying it before our readers.]
" An experiment to test the adaptation of the guide-wheels to iron rail-
ways has just been made upon the Hayle line, and has completely succeed-
ed. The groove of the guide-wheels was reduced so as to pass over the
chairs in which the iron rails are fixed. A loaded truck fined with guide-
wheels, and divested of the flanges on the bearing wheels, was propelled
with a fourth less power than one equally laden, but with the commoa
flteit)g6-wheels ; proving that an engine can take a train of carriages fitted
with the Prosser wheels one-fourth heavier than with the flange-wheels now
in use. Moreover, the oscillation, when going at full speed, was found to
be almost insensible. This will produce a corresponding saving in the
wear and tear of carriage s and engines, as well as add greatly to the dura-
tion of tlie rails; and the adoption of the guide-wheels to existing or pro-
jected iion railways is worth the attention of those engineers who are un-
willing to adopt the wooden rail till it has been ftilly tested by practice on
the lines that have determined to make use of it." — jEnglish paper.
V.i\?i - • ■> ■' HARRISBURG AND LANCASTER RAILROAD.
We have the report of this company dated September 6, 1844, giving a
detailed account of the state of their aflairs. We extract the following state-
ment of the business and cost of working the road. It will be seen that the
repairs of the track laid with the heavy rail were only $6838 per mile, an
amount unprecedentedly low, but of which no explanation is given.
" The whole revenue of the fiscal year is as follows :
From passengers, - - - $53,C39 40
" freight, - - .,r|,iV.,7^.-. H> >- 18,067 17 T -
" mails, ..., , , - i • • - MOO 00
« rents, - ' ^- ' .-^^ ,, - . 170 12
" sale of old materials,...' 1. ..,:•,-.. ; - 123 01— $78,891 35
" The expenses proper of the road and company may be condensed from
the statements of the treasurer and superintendent, as follows, viz:
1. Maintenance of way and expenses of real estate and fixtures, $8,094 47
2. Locomotive power, ..... 15,165 88
3. Cars, 3,562 43
4. Carrying mails to post offices, removing snow from track,
damages for killing cattle, .... 579 28
5. Insurance, taxes, attorneys' fees and legal expenses, 465 48
6. Salaries of superintendent, clerk, collectors and conductors, 2,721 58
7. Salaries of president and secretary, and travelling expenses
of board and officers, - - - - - 2,163 24
8. Office rent, office expenses, postages, - - - 406 07
0. Printing, stationery, engraving bonds and sundries, - 369 54
$33^527 96
" The interest upon the company's debts, if they were all funded, would
be per annum, - - - - - $35,200 00
"The miles travelled by passengers are 1.445,316, being equivalent to
40,147 through passengers.
' i'
*j. .i. A«ih.if.TA
-2
Pi
Harrxshirg and Inincaster Railroad. 341
f The revenue from passengers is $53,639 40, equal to $1-34 on an av-
erage for each through passenger, or 3 jVi,- cents per mile.
" The number of passenger and baggage carried over the road, (reduced
to four wheeled cars) is 5820, equal to 209,520 miles, and the average num- .
ber of passengers to four wheels, is 6 79,
The whole eastward freight in lbs., is - .,- ^j^.,. ,.r,:j.., 23.219,021
The whole westward freight in lbs., is , .^ - , /^^^' ,gr,,;',«t, 15^,268,944
* Total eastward and westward, ^*K^ >ryi.»^a ■ :>b'^i^' 35,487,965
The eastward tolls amounted to^ir 7j»tjrJbi#i>* ^o« :?;"i*^t^^^ $9,944 79
The westward tolls amounted to, - 5^ rt-..(ft^^ f< -i^.H- 8,122 38
Total eastward and westward, - ^'*w ^ r^^'t* *1S,067 17
The number of freight cars clear^, is ■" ''- .fisii ■*! -' !■ „' 9,003
The miles run by freight car's are, - >" -lifiitli 259,291
The equivalent number of through cars, '•'*'' r ' • ' *•• 7,203
The average load per car in lbs., - - ». . , 3,942
The average receipt per car in dollars, ^iai^ii^ ''»fe .?»n*{>' IMS ^g -oi
The average receipt for each through car, - - 2 51
_ The average receipt for each mile run by freight cars 6 1^ cents.
" The maintenance of way and expenses of real estate and fixtures have
cost 11 iVu" cents for each mile run by locomotive engines.
" The locomotive power, which includes repairs of engines and tenders ;
fuel for locomotives and machine shops ; oil, cotton waste and rags ; wages
of enginemen and firemen ; wages of laborers engaged in pumping water
for engines, tending switches, sawing wood, watching bridges and depots,
amounts to 20,Vi; cents per mile, run by locomotives.
" The whole expenses proper of the road and company, amount to 46 1^^*,
cents per mile run by locomotives, almost exactly the same as last year.
" The expenses of the passenger and baggage cars have been unusually
heavy ; the stock having been greatly improved in condition during the past
year. The distance run by our cars has been increased 50 per cent, in con-
sequence of the arrangements with the Eagle line ; it is equal to 313,500
miles run by 4 wheeled cars. This item, exclusive of oil, which is found
by the Eagle line, costs 1 ,\^a cents for each mile run by 4 wheels.
... . " The greatest distance run by one engine, is by the Charles B.
't*enrose, being in miles, . - . . . 19,836
The least distance is by the Flying Dutchman, - - - 2,664
The whole distance run by all the engines, ... 72,432
" This is divided as follows, viz : v.,,-^i...
Engines without cars, - ■'•'■ *;• ^ - . 1,080
Passenger trains exclusively, - - • - 33.696
Freight trains exclusively, - - r^y^M:^:m^ 18,192
Mixed trains, carrying freight and passengers,^ - ' . .* • /^^ 18,864
Trains carrying road materials, - ^.^"y^ . ,^^,|, :^ d *.. 600
y Total, - . - - . ' ." - 72,432
. " The average cost per mile of the repairs of 18 miles of iron track, be-
tween Dillerville and Elizabethtown, including roadway, bridges, and su-
perstructure, labor and materials, is - - - $68 38
" The average cost per mile of the repairs of 18 miles of flat bar track,
between Elizabethtown and Harrisburg, including roadway, bridges and
superstructure, labor and materials, is - - - $356 24
- " It appears from this that the repairs of the plate rail track cost per
mile more than five times as much as those of the track laid with the H
* -• *.»j:i -..
342
:-r' Baltimore and Ohio Railroad.
rail ; without taking into consideration the wear and tear of engines and
cars, the loss of time and the reduced loads which can be transported over
the former. These items amount in the aggregate to vastly more than the
interest on the cost of a good track on the remaining half of the road. The
board look forward confldently to the early construction of this important
improvement, which will enable the company to increase their freight busi-
ness very materially, and will add greatly to the comfort and convenience
of travellers. We do not now press its consideration, because we deem all
matters of minor importance to the great measures which we have so much
at heart, and which we again earnestly urge upon the stockholders, viz. the
funding or redemption of the floating debt, and the cancellation of the as-
signment. When these obstacles are removed, the construction of a new
track between Elizabethtown and Harrisblirg will be of easy accomplish-
ment, and will follow as a matter of course.
Edwakd Miller, President.
L. We give also, the statement of the numerous items included in the ex-
penses of the year as per account of the superintendent.
1. Repairs of 18 miles of track, between Dillerville and Eliz-
abethtown,^ including roadway, bridges and superstructure,
labor and materials, - ' -
2. Repairs of 18 miles wooden track, between Elizabethtown
and Harrisburg, including above items,
3. Repairs and improvements of depots, machine shops, ware
houses, water stations and weigh scales,
4. Repairs of locomotive engines and tenders,
5. Repairs of passenger and baggage cars,
6. Wood — fuel for locomotives, - . . -
7. Coal — fuel for stationary engine and machine shops, -
8. Oil, cotton wasvfe and rags, ....
9. Wages of engiaemcn and firemen, . - -
10. Wages of laborers engaged in pumping water, tending
switches, sawing wood, and watchmen,
11. Carrying mails to post offices, ...
12. Removing snow from track, - . -
13. Insurance on Harrisburg property,
14. Attorney's fees and legal expenses,
16. Printing and stationery, - . . -
16. Salary of superintendent, ...
17. D. Lapsley, trustee, hire of engines and cars,
18. Old debts — incurred prior to assignment,
19. Damages for killing cattle,
20. Taxes, .....
21. Salaries of collectors, conductors and clerk, •
22. Sundries, . . . . -
23. Balance of check rolls of prior year,
Total disbursements, etc.
Corresponding with trustees' statement.
BALTIMORE AND OHIO RAILROAD.
We have the eighteenth annual report of this company. It commences
with the affairs of the " main stem," then follows the Branch to Washmg-
tOD, and thirdly it discusses the difficulties to be overcome in carrying the
^;
$1,230 80
6,412 33
451 34
5,276 56
3,562 42
2,874 23
399 96
913 11
3,286 26
2,415 77
490 03
61 70
93 76
131 98
> 00 86
900 00
1,800 00
157 63
- 27 56
239 76
1,821 58
17 12
. 555 06
$33,209 77
Baltimore and Ohio Railroad. *
road to the Ohio river. It is accompanied by important tables and in aa
appendix are given the answers of the company to questions put by the le-
gislature as to the lowest rates of transportation during th>e last winter, and
which were published at that time in the Journal.
The two first parts will be given entire or nearly so in our next number
as no remarks of ours could do justice to them, but as the continuation of
the line to the Ohio necessarily involves much local detail of routes of little
interest to the profession generally, we give a few extracts. ■<,.>■
" The board have to regret that the obstacles which, since 1842, have re-
tarded the further extension of the railroad continue to operate ; and have
prevented any efficient progress in the actual prosecution of the w'brk, be-
yond Cumberland, towards the Ohio river.
" The board continue to regard the extension of the road to that point, as
•the paramount object not only of their duty, but of the authorities of the
State and city, and of those public spirited individuals by whom the enter*
prize was originally projected, and has been subsequently fostered. They
cannot doubt that it will be so regarded by all who desire the ultimate pros-
perity of the city of Baltimore; the welfare of the State at large, or the pre-
servation of the large amount of capital which has already been expended
Although upon a just interpretation of the various acts constituting the
Maryland charter, the right of the company to extend the road within this
State, may still exist ; and although it is quite feasable to extend it to the
Ohio river, without using any more of the territory of this State, the exten-
sion could not be made without further permission from the Slate of Vir-
ginia, or that of Pennsylvania ; and, even in Maryland some additional
modifications of the charter might be desirable.
The original charter by Pennsylvania^ as early as 1828, required as a'
condition of the grant, in case the railroad should not terminate on the Ohio
river in the vicinity of Pittsburg, that the company should, at the same
time, construct a lateral road so as to connect that city with the main line.
The time allowed by this act expired in the year 1838, and although in the
year 1839 the legislature renewed the grant, it did so upon new conditions
m favor of the Pennsylvania trade, which, after full investigation, it was
deemed inexpedient to accept. Nor is it probable that these restrictions will
be relaxed, unless the company would consent to abandon any other point
on the Ohio river, and to terminate the road at the city of Pittsburg ; or at
Brownsville on the Monongahela river.
The charter by the State of Virginia, passed in 1827, granted, within
that State, most of the privileges conferred by the Maryland law ; and al-
lowed the road to strike the Ohio river at any point not lower than the Lit-
tle Kenhawa : but, in a subsequent act, passed in April 1838, renewing the
grant for a longer period, the company was required to construct the rail-
road to the city of Wheeling. This law also authorized a subscription by
the State of Virginia to the stock of the company of one million of dollars
and a like sum by the city of Wheeling.
" Until recently, the construction of the road from Cumberland to Wheel-
ing, without using part of the territory of Pennsylvania, was deemed, by
those supposed to be best acquainted with the subject, altogether impractica-
ble ; and it is not unreasonable to conclude that this impression, after the act
of Virginia of 1838, limiting the termination of the road to Wheeling, had
a material influence in imposing the onerous conditions of the Pennsylvania
law, passed in the following year.
^'^^m(^.
344 ■ "Baltimore and Ohio Railroad.
■ " The act of the State of Virginia of April 1838, also contained a limi-
tation in point of time, and contemplated the completion of the road on or
before the 4th of July 1843.
" The stockholders are already acquainted with the obstacles arising 6ut
of the condition of the money concerns of the country, and the consequent
derangement in business of all kinds, which rendered it absolutely impossi-
ble to finish the road, at least without numerous sacrifices, within the period
mentioned in the Virginia law.
" It has therefore become necessary, prior to any resumption of the work,
to obtain from the State of Virginia some further time, within which the
board may be enabled to use the privileges granted by the charter of 1827.
■li;." Under those circumstances, the board directed their attention to the ad-
vantage of a more southern termination of the road, than that contemplated
by the Virginia act of 1838.
"Accordingly, in the summer of 1843, they directed a particular recon-
noisance, by the chief engineer, of the country between the Potomac and
Ohio rivers, at various points upon the latter between Wheeling and Par-
kersburg, in order to ascertain the facilities of extending the railroad through
Maryland and Virginia, and through Virginia alone, without touching
Pennsylvania : and also to ascertain the most practicable and advantageous
connections with the trade of the State of Ohio, and, through it, of the Wes-
tern States in general.
" The general result of the reconnoisance has satisfactorily shown the
practicability of constructing the railroad through the States of Maryland
and Virginia, without passing into Pennsylvania, or through the State of
Virginia alone, (avoiding both Pennsylvania and Maryland,) by various ad-
vantageous routes from several points on the Potomac at and west of the
Both Branch, to sundry points upon the Ohio river, between Wheeling and
the mouth ot the Little Kenhawa.
s " All the routes embraced by this reconnoisance, through Maryland and
Virginia have three principal terminating points upon the Ohio river, name-
ly : the mouth of Fishing creek, the mouth of Middle Island creek, and the
mouth of Little Kenhawa at Parkersburg.
" By extending the road along the Ohio river, any other intermediate
point within the above range, such as Sisterville &nd Marietta^ might, if de-
sirable, be made the terminus.
" These routes might commence either at Cumberland, or at the crossing
of the north branch of the Potomac, six miles below." • • •
" It has been observed that the chief object of the introduction of railways
vi?as the transit of merchandize : and, although in the course of their ope-
rations it has become apparent that passenger travelling will be the business
of greatest value, the original design has lost none of its positive importance.
On the contrary, the successful application of locomotive power, to the trans-
"portation of merchandize and heavy burthen, has satisfactorily shown the
adaptation of proper lines of railways to all the purposes of commerce.
Recent improvements in the construction of the ways ; in the locomotive
power and in the cars and other machinery ; greater economy in the cost
of transportation, added to the steadiness and uniformity of their operations
in all seasons of the year, and to the increased velocity easily maintained
without injury to the way, have satisfactorily shown, both in the United
States and in JEurope, that railways, particularly those of great length, may
be profitably employed as thoroughfares both for passengers and burthen.
On both sides of the Atlantic they are universally used for both purposes,
and are to a great extent becoming preferred Hues of communication.
.'^.^
; r ? :' Boston and its Railroads. i;' ;iC 345
;i" Within the last twelve years little if any capital has been employed in
the construction of canals, either in this country or in Europe, except per-
haps, where necessary to avoid obstructions in navigating rivers, or to unite
navigable waters for the purposes of a continuous navigation ; while during
the last twenty years, in constructing and perfecting a system of railways,
an expenditure has been incurred, equal to, if not exceeding the cost of all
the canals existing in both countries.
' " In England, railways have been long in use, in connection with the most
extensive collieries ; and as a part of the works of the Delaware and Hud-
son coal company in iNew York, a railway is employed with decided ad-
vantage for the transportation of their heavy burthen." >
We are sorry to be able to show the board in error in one of their posi-
tions : " within the last twelve years" the State of New York has spent 30
millions on canals and, adding the sums spent in that time in Ohio, Indiana,
Illinois, Pennsylvania, Maryland, Virginia and Canada on canals also, we
shall have a total expenditure of fifty millions, worse than thrown into the
Atlantic — spent on monuments of folly and corruption. This large sum
has been laid out in the most efficient way conceivable to prevent the under-
taking of other works — it is in fact an anti-improvement fund of the most
formidable character. To it we are indebted for the wretched restrictions
imposed on the people of this State, who are not only subject to a direct tax
of $700,000 per annum to support the canals and meet their liabilities, but
are also debarred from the use of railways for the transportation of freight.
vFor the pitiful act of last winter allowing them to carry freight during the
I suspension of navigation, but paying canal tolls, is little better than an in-
sult to the community. But little better is the conduct of the legislatures of
New Jersey and Maryland in taxing passengers on railways. The Balti-
more and Ohio company are unable to reduce their rates of fare between
Baltimore and Washington because the State receives 20 per cent, of the
fore, and the consequence is that numerous lines of stages are in successful
operation and great numbers of passengers are induced to take the steam-
boats of the Chesapeake. Fancy for a moment a tax of 20 per cent — say
, 40 cents — on each passenger travelling on the Hudson ! -^
For a long time the great difficulty was to raise the means for carrying
the railway to the westward; now the obstacles which oppose its progress
are those raised by the legislatures of the States of Virginia, Pennsylvtmia
and Maryland. ^'
A careful perusal of these reports will convince most persons, that all
we require in this country, to secure the construction of all really useful
communications is to be " let alone."
BOSTON AND ITS RAILROADS. ,^
Who that has visited Boston and witnessed the enterprize of its inhabit-
ants, the public spirit of its men of business, and the rapid increase of its
public works, does not see the giant strides with which it is overhauling its
proud sisters, New York and Philadelphia ? Though by no means the
first city to embark in the construction of railroads for the purpose of open-
346
l-iA
Eastern Railroad.
'\^
ing a more rapid and easy communication with the interior and distant parts
of the country, yet she is now by far the best accommodated with these time
and money-saving machines, of any city in the Union. There are at this time
no less than six distinct railroads, radiating from Boston into five different
States ; and several of these roads have branches to important manufactur-
ing town or shipping ports, whose centre of business is Boston. There is
at this time near twelve hundred miles of connected railroads terminating
in Boston; and they are still extending the main lirtes, and increasing the
number of branches, in various directions, to other important towns, so as to
insure a steady, rapid and permanent increase of the business and therefore
of the population and wealth ol Boston.
We were delighted when attending the convention of citizens of Massa-
chusetts, Vermont and New Hampshire, at the Tremont Temple in Septem-
ber last, to observe the spirit of the Boston capitalists in relation to the ex-
tension of the Fitchburg railroad northward to Vermont and Canada ; and
especially with the noble liberality of the president of that convention, who
said that " on reading the report of the Engineer" who surveyed the route
from Fitchburg to Brattleboro', " he felt it to be his duty to the the business
men of Boston, to subscribe ten </iousa7i<i dollars towards building the road."
Who ever heard a New York capitalist speak of promoting public works
as " a duty to the business men" of New York ? Echo answers, Avho ?
The best — the true spirit pervaded the Boston merchants on that occasion,'
And fifty men were appointed to present subscription papers to the merchants
and business men for their quota of the $1,000,000 to complete the capital
required to build the road to Brattleboro' ; and of their success in obtaining
it in due time there was not a reasonable doubt, notwithstanding about $1,-
500,000, had already been subscribed in Boston since January last, to other
railroads, branching from those already constructed and terminating in Bos- ,
ton. It is true that, in thus opening their numerous avenues into the interi-
or and to distant parts, they are promoting their own permanent interest by
the rapid increase of business, and consequently the value of real estate j
and therefore it may be said that they are entitled to no credit for their liber-
ality— that may possibly be so — yet they are entitled to much credit and we
wish we could say the same of the citizens of New York — for their sagOr
city in making the discovery — and of profiting by it.
EASTERN RAILROAD.
This road consists of three distinct corporations ; one in Massachusetts,
one in New Hampshire and one in Maine. Its entire length is 105 miles,
and its cost $3,788,218 17.
The management of the whole line being in one company, or father two
companies, having the same man, D. A. Neal, Esq., of Salem, for president
of each, there is no jarring of interest, but all things appear to be well man-
aged. They divided 6^ per cent, in 1843, and judging from what we saw ,
and learned in passing over it, and from the monthly reports of business
•I-
Boston and Maine Railroad. 347 >
this year to 1st July, the net profits will exceed 8 per cent. The number ■
of tickets sold per day is about 1500 and the average price less than 55 cents _.
each which shows that a very large part of the travel is Way travel. Du- y
ring the past winter several thousand cords of wood were brought over thia V
road from Maine to Boston at $2 a cord, thus demonstrating in a convincing -,'
manner the value of railroads, not only to large cities but also to those who ;
have anything to send to market—even wood.
The machinery and gars on this road are of a superior order and the con-
ductors attentive and affable. The road is in tolerably good condition ; the r
rail is of the T pattern, supported by cast iron chairs of peculiar construc-
tion, being much higher than those in general use, designed to aid in keep- v'
ing the track free from snow.
When this road was commenced, the majority of the inhabitants of Salem
doubted its being a good investment of capital, and some even proposed, as ;
we were informed, after it was fairly commenced, to abandon it. Yet now,
notwithstanding a rival road, the Boston and Maine road, through Andover,
Dover and Exeter to Portland, or to North Berwick where it unites with -
this road, it is esteemed a good investment, and the people are actually talk-
ing of another railroad from Salem to Boston, intermediate between this and
the north road through Andover ; thus showing in the most conclusive man- .
ner that railroads above all other modes of communication, create their own
business. ^:^-.:- ivU > . :i^^ ;;
An Mbrt will soon be, if it has not already been made, to extend this road .
on to Brunswick and Bangor, thereby opening a more easy communication •-
between Boston and the interior of Maine. This is a measure certain to be ■
carried into effect, and at an early day.
The following extract from the report of the directors in July last, will •
show the estimation in which the stock is held by those who know its value.^
" To meet the increased and increasing traffic, six new merchandize cars * /
have been put on the road, and one of the heavy engines so altered as to be -
better adapted to the rails, and a part of the cost has been carried to con- ^
struction account. A new engine of great power has recently been receiv- ;'
edand is now on trial, and a new passenger car will shortly be placed on :
the track, the bill of which, about $8,500, when paid, will be carried to the ■''_
same account, and will it is believed be all the additional working apparatus ^^■
that is required for our present business.
"The 1950 new shares held by the company, as per last years repoxU
were disposed of shortly after the annual meeting, at par." i a
, . - ?V-f'':
BOSTON AND MAINE RAILROAD. . J/ . , . >.;" .J--:«i?^;
This road embodies more distinct interests than almost any other road of .-
equal length. The distance from Boston to Portland by this route is 109 .•
miles and there are no less than Jive corporations embraced in it ; Isl the : i
Lowell road is used for 15 miles ; then that part in Massachusetts, reaehing
to the New Hampshire line ; then that part in New Hampshire ; then the
line in Maine from New Hampshire to South Berwick, where it unites with
the Portsmouth, Saco and Portland road, on which the cars nin thirty -three r
348 '~ i>»- Lowtll Railroad. '-' -
miles. This road passes through an excellent country, filled with flourish-
ing villages most of which have grown up within a few years by means of
their manufactures. They divided six per cent, last year and the net income
will probably exceed 7 per cent, this year. The prosperous condition of
this company has induced them to construct about 20 miles of new road from
Boston to a point on their present road near Ballardville and thus become
independent of the Lowell road, to whom they now pay for the use of 15
miles of their road. When this extension shall have been completed, as it
will be early next year, there will be six distinct lines radiating from Bos-
ton reaching into adjoining States. The termination of this road with aa
extensive depot, is to be nearer the centre of the city (within 1000 feet of
State street) than either of the others. The general management of this
road appears to be good, the cars are easy and neat, but there is occasional-
ly delay at the junction, as there will often be, where two roads rely upon
the same power to perform a part of the service.
The superstructure is laid as follows :
,. <c fphg earth excavations, and embankments are levelled off, and one and
a half feet of sand, or gravel, is then filled on to the road ; the subsills of
plank are then laid longitudinally, and the sleepers of chestnut, cedar or
hackmetac are laid transversely, paftly two and one half feet, and partly
4. .hree feet apart. Iron rails of the T pattern are then laid, supported at the
joints by cast iron chairs, and spiked to the sleepers ; sand or gravel is then
filled in between the sleepers."
The averrge width of grade is 14 feet, and the greatest curvature 1050
.;: feet radius.
This and the " Eastern railroad" through Salem and Portsmouth, may
be considered rival lines, yet the managers of both appear to be actuated by
a desire to accommodate the people, and at the same time benefit their stock-
' V Aolders, rather than to destroy each other, and they have therefore entered
'into an amicable arrangement by which the fares on the two roads are uni-
form.
LOWELL RAILROAD.
This is, we believe, justly considered one of the best built and most pro-
ductive railroads in the t:ountry. We passed over it a short time since and
found it in excellent condition and well managed. This was the first rail-
road built in this country parallel with a canal, and now the canal is scarce-
ly thought of, although it is still in use, as we inferred from what we saw.
The business of Lowell must be greatly facilitated by this road, as must be
that of other manufacturing towns by its continuation — the Nashua and Con-
cord road ; and it appears singular to those at a distance that the people of
New Hampshire will stand so much in their ovm. light as to prevent its ex-
tension across the State to some point on the Connecticut river from whence
it may be extended to Burlington Vt., or to Canada ; but so it is, and they,
like the people of this city will be compelled to do in self-defence what they
should have done as a matter of policy, before others got the start of &'m ;
'^^'*r Harhm Jtailroa^i:;/ ■ 349
and then the Lowell railroad will reap the rich harvest, to which, by its fa-
vorable position it is entitled. '!3-*«i.^':4.i*- .;--*^«t^^
:t- We were disappointed in not obtaining documents which would enable us
to speak definitely in relation to its current business as compared with pre-
vious years ; but from what we learned it is safe to anticipate a greater divi-
dead thau was paid last year, which was 8 per cent.
v.; i ii :•& '.'. . HAELEM RAILROAD.
This road was opened on Saturday last, 2Gth inst., to White Plains West-
chester county, the distance of about 27 miles from the City Hall. The
president, directors and invited guests of the company left the City Hall a
few minutes past 1 P. M., and reached the terminus of the road, near the
villajie of White Plains a little after 3. The route of the road is for sever-
al miles along the valley of the Bronx, crossing it five times in seven miles.
So far as we could judge the new part of the road is substantially built and
the rail of good pattern and well laid. From the statement of the president
we learn that they have now ample power both of horse and steam, with a
full supply of good cars, to work the road efficiently, which we hope will
be done both for the benefit of the stockholders and the convenience of the
community. " J ?^- ^Tl f l^; ;'>\ - /. . ^^.' / , .' ■ ' ■-.■
Soon after our arrival at the terminus of the road, all were invited to take
seats at the tables, which were under the charge of chief engineer Downing
and of course well supplied with steam. The president of the company,
David Banks, Esq., took the chair, and was supported on his right by the
chancellor of the State, and on his left by the vice chancellor, with several
members of the judiciary and of the common council of this city on either
side, who appeared to take a deep interest in the important business of the
day, and to enjoy in prospect the benefits to result from the extension of the
road to that point. The president made a lengthy statement in relation to
the present condition of the company and alluded to the probable connection
with the Housatonic railroad and to the possible extension to Albany direct^
l)ut he did not, nor did any other gentleman who spoke, take the broad
ground which we have long contended for, that there must, will and shau.
be a railroad directly to Albany and above all to lake Erie; and that it is
not only the interest but also the duty of the capitalists, owners of real es-
tate and the business men of New York, to come forward at once and sub-
scribe for the stock ; and we were somewhat disappointed in not hearing
these important topics discussed by some of the able and deeply interested
friends of railroads who were toasted and responded to the compliment jt
Many toasts were given and speeches made, complimentary to the gen-
tlemen who now have the management of the work, and we hope they may
not only feel encouraged, but also in duty bound to adopt immediate mea-
sures to extend the work to Albany. It is now more than eleven years
since the Harlem railroad was commenced, durmg which time the city of
Boston has constructed or contributed mainly to the construction of nearly
V;
.-^i-...?v ..;.';-,:!d.^.?v^;j.;-.,-;. . ■-; "^..■f.^.-i
350
Reading Railroad. •
Jive hundred miles of railroad, by which she reaches directly ^c« different
States, aad shares with New York the benefit of her great canals and the
immense trade of the great west. It is not, then, we trust, expecting too
much of those who have given new impetus to the works on the Harlem
railroad, when we say to them, gentlemen the people of New York look to
you and others of like enterprize, for the extension of this work, and not
only this but one of still greater importance ; so that we may, when our
noble rivers are in icy fetters bound, penetrate the interior. Shall they be
disappointed ?
A more favorable period could not perhaps be desired than the present
for the resumption of operations on these two important roads. There are
now in almost every direction, long lines of railroad successfully engaged in
the transportation of freight as well as passengers ; and it is no longer
a doubtful question of their ability to compete successfully with canals for
heavy freight. It has also become matter of history that railroads create
business for themselves ; and that when judiciously located between impor-
tant points, and especially through a productive agricultural and manufac-
turing region, they not only contribute largely to the business facilities of
the people and particularly to the poor, with whom time is capitaf, but also
insure to those who own the stock a liberal, and what is better, a constantly
increasing return. Rivers increase in volume as they receive the successive
tributaries which flow into them, and are of course important or insignificant
in proportion as their course is extended and through a region affording
abundant streams. So with railroads between important points, and through
fertile regions, abounding in the elements of a varied and extensive business
and terminating in large cities, they become useful to the people and profit-
able to their owners in proportion to their length and the number of branch-
es and latteral roads, which are sure to connect with them from year to
year, when once in operation. Then it is that those links in the long chaia
of road, which are nearest to its principal termination, become the most im-
portant and most profitable. Why not, then, gentlemen of the Harlem rail-
road, make your road the last link in those important chains which are sure
to reach, not only Albany and lake Erie, but also the Canadas and the great
far off west ? These and nothing but these are terminations worthy of the
efforts of the city of New York !
READING RAILROAD.
Since our last number the second track of this road has been completed,
and we have to regret our inability to be present at the celebration of its
opening in accordance with a polite invitation to be there. It matters little,
however ; the day was auspicious, the company large and merry, and the
performance all that, and even more than the ntiost sanguine friends of rail-
roads had claimed for locomotive power. We only wish that the whole
city of New York, or at least every business man of it, could have been
there to see the " Ontarid^ locomotive, with its 150 iron cars, containing
A|:Vl£\K*u ^m^'Raiiu>ay Intelligence etc^ ^[''''^ ' '' ' ^1
764 tons of coal, or a quantity sufficient to load the largest paclrct that ever
sailed out of this port previous to the introduction of locomotitve engines
into the United States — moving on at the rate of 8 or 10 miles an hour —
towards the Delaware. What wouH the British army have said if, while
they were revelling in the luxuries of winter quarters in a large city, and
Washington and his brave Continentals were freezing and starving at Val-
ley Forge, they had discovered the approach of such a power with such
followers ? There would have been, it strikes us, more swearing than there
ever was in Flanders ; and possibly the sight of such a performance might
have aroused the good citizens of New York 'to the performance of their
duty and to the construction of the great work which is to add so much to -
jhe wealth, the comfort and the reputation of their city.
IMPROVED RAILROAD CAR TRUCK FRAMES.
We observed at the Fair, in Boston, a model of an improved truck frame
for railroad cars, which we ascertained was from the manufactory of Messrs.
Davenport and Bridges of Cambridgeport. The peculiar advantages of '
this plan are its simplicity and durability. The entire frame is of wrought
iron and it is put together and firmly secured by only eight bolts, instead of
over sixty, as in most wooden frames ; and what is also important, it is both -
lighter and cheaper than the wooden frame, and when by any accident it t
shall be broken, the fragments are still good wrought iron, and worth half
as much as when new, and in the bar. On visiting the manufactory of these ,;
gentlemen we found that in other respects, as well as that above alluded to,
their cars are of a superior quality and worthy of the examination of rail-
road companies wishing to purchase substantial cars.
.1 jCin.
BRATTLEBORO RAILROAD.
We learn by the Boston papers that $930,000 of the million required to
complete the railroad from Fitchburg, Mass. to Bratileboro', V^t. has been
taken in Boston since the convention in September last. This is as we an-
ticipated from the spirit evinced by the Bostonians at that meeting, and in-
creases the amount subscribed in Boston to railroad .stocks siace^January
last, to nearly $2,500,000.
|nf» The Baltimore and Ohio railroad company have lately reduced
the freight for the transportation of flour from Cumberland to Baltimore
from sixty cents to fifty cents a barrel, and from Harper's Ferry to Balti-
more to twenty-Jive cents.
The following notice leads to the supposition that the old projected line
across the centre of Vermont is to be again brought into the field.
" Notice is hereby given that the books for subscription to the capital
stock of the Vermont Central Railroad, will be opened on the 29lh day of
this month, at 1 o'clock, P. M., at M. Cottrill's in Montpelier, and at How-
ard's hotel in Burlington.— Oc^o^er IZik, 1844.
-vi':*.;'. .
^fROSPECTUS for an ENLARGED RAILROAD JOURNAL.
;., iCf After the 1st of January next, this Journal will be issued weekly, in
quarto form, of 16 pagt;s, as fiom 1832 to 1838. The quantity of matter
given will be three times that of the present Journal, and the price will be
increased from two, to three dollars, in advance. ,^.
j-.. The immense amount of capital expended on railways in this country ; the
great number of new works projected, and sure to be undertaken before
long ; the actual value of railways as permanent investments and the general
interest taken in them by the public, demand at least a weekly Journal de-
voted mainly to the dissemination of railway information. In England there
are at this time four such Jou rnals, exclusive of the scientific works. There,
however, the openness with which all is carried on, and the interest taken
at their frequent meetings by the stockholders who are not directors, furnish,
es an immense quantity of matter for the railway press. Occasional extracts
from the discussions at these meetings will be of use here in stirring up the
Individual stockholders to a knowledge of their rights. Our limited space
as well as the sphere of our discussions for the la.st few years has kept our
circulation almost entirely among Engineers ; but we now propose, without
rendering it less useful or interesting to them,lo add much valuable infor-
mation wanted by a new and very large class of readers whom we hope to
reach.
The object of our journal, when first established, was rather to collect in-
formation which might be useful to those embarking in, or having the su-
perintendence of, such novel undertakings ; as at that time there were only
92 miles on five different railways in operation, and locomotive engines were
•carcely known in this country. Then details of construction occupied the
prominent place ; whereas now, the management of railways, their cost, in-
come and dividends, will especially receive our notice ; though all improve-
ments, whether actual or projected, will of course continue to receive our
unremitfing attention. We now intend to bring ont a weekly paper which
shall not only be useful to the Engineer, but we hope indispensable to that
large portion of the community who look to railways as offering a safe, per-
manent and productive investment of capital ; or, we may say more briefly,
that we aim at a Railway Journal for stockholders, and those taking a gen-
eral interest in the progress of railways and other public works, as well as
for Engineers who have the superintendence of construction and the man-
agement of railroads.
■* We shall publish in each number carefully corrected tables, showing the
statistics of the various railroads both in this country and in Europe, together
with accurate reports of the weekly sales of stocks ; and we shall speak
freely in relation to the management of railroads as we may from time to
lime feel called upon.
We design also to make it useful for advertising Railway, Steamboat,
Canal and other means of travel and transportation, as well as for the man-
ufacturers of Locomotive Engines, Cars and all other Machinery*
. .^., .., -,:...t'' ' ^' ■ 'AMERICAN ^,^," ■■ ■ M^-i^-
RAILROAD JOURNAL,
AND
^ •:-:'>• .
,W :-
MECHANICS' MAGAZINE.
^"afi'^lfeaf/u^^fngr'rco^L^^^^ j D- K. MINOR, Editor.
'*^irK?es.'-( ^ DECEMBER, 1844. I'^vl^rl^'
THE RAILROAD JOURNAL.
|I3* This number closes the volume and the thirteenth year since the
commencement of its publication.
Of the wonderful improvements made within that period, both in the con-
struction and management of railroads, it is quite unnecessary now to speak
except so far as it may be useful by way of illustrating the future. It is
enough, to say that the system has g^o^vn within that time both in this coun-
try' and in Europe, from less than one hundred miles in either, to several
thousands in each country ; and that the onward progress of the system
never was as rapid, as certain nor as successful as at the present time.
Believing that a well conducted periodical, devoted mainly to the cause, '
will promote its success, we announced in our last number that the Rail-
road Journal would, on and after 1st of January next, be issued weekly in ,
its original quarto form of 16 pages.
It seems to us highly necessary that shareholders should become more
familiar with their particular roads, as well as with the operation of the
system generally, both in this country and in Europe. This can only be
done by a more frequent publication of this or some other journal devoted
to the subject.
Having been the first to establish a periodical of the kind either on this
or the other side of the Atlantic, and entertaining the opinion that railroads
are destined w^ith very few exceptions to supersede canals as well for trans-
portation as for travel, and that important improvements are yet to be made -
both in their construction and management, we are resolved to devote our
efforts to the advancement of this important cause, which is doing so much •
to promote the prosperity, comfort and intelligence of the millions — the
mass — the poor !
We hold that railroads are doing more than any other institution among •
us except our schools, towards placing the people on terms of equality, and
fortunately their tendency is to level upward, instead of downward. They
.:.••!; ."■
354 • ■ '' - V Baltimore and Ohio Railroad. '■■
.\
enable the poor man to ride as comfortably as the rich, and what is of the
utmost importance to them they save more than the cost in time.
Entertaining these views of the value of railroads and of the advantages
which may result to them and we hope to ourselves from a well conducted
journal devoted mainly to the cause, we do not hesitate to adopt the plan
herein indicated, and confidently rely for support on those of our citizens,,
whose interests are more or less identified with the success of railroads.
' BALTIMORE AND OHIO RAILROAD,
In giving the report of this company, as promised in our last, we would
draw attention to two important points towards the establishment of which
the Baltimore and Ohio company have contributed so largely. These are
firstly, the very large amount of business which a railway through a thinly
settled country will draw to itself, and secondly, the views presented as to
the actual cost of transportation on works with the gradients and curves of
the Baltimore and Ohio railway. Both positions are again confirmed by
the experience of the Western railroad of Massachusetts.
It seems necessary for us to give the following report for other reasons.
We shall be obliged frequently to refer to it during the coming winter in
discussing the proper policy to be pursued in this State, and especially in
pointing out the causes which have so long delayed the re-commencement
of operations on our greatest undertakings.
At a meeting of the stockholders held pursuant to the charter, on the 2nd
Monday of October 1844, in the city of Baltimore; the president and direc-
tors of the Baltimore and Ohio railroad company submitted the following
report and statement of the affairs of the company :
First. — Of the Main Stem.
The statement A shows that the state of the company's affairs on the 30th
ultimo ; and the revenue and expenses of the mairi stem, for the year ending
on the same day, are shown by the statement B.
, There is also submitted a tabular statement, marked C, prepared by the
entriiieer of machinery and repairs, which presents in detail the operations
of the main stem, and the actual expenses of working that part of the road
during the year ; together with the amount of receipts, from all sources,
during the same period.
These statements show a considerable increase both of travel and trade :
and a diminution in the expenses, in proportion to the amount of business :
and it is worthy of remark that, although the number of passengers over
the entire length of the road, has increased at least thirty-six per cent, upon
that of the past year, the aggregate increased cost of transporting them does
not exceed five hundred dollars.
It is believed that the economy in the working and management of the
road, is as perfect as that of any other similar road in this country or in •
Europe.
The revenue received from passengers, is greater by $59,712.21, and
that from tonnage 622,061 .32 than the receipts from the same sources dur-
ing the preceding year ; making together $81,773.53.
The net receipts from the business of the main stem, over and above the
expenses, independent of its connection with the Washington branch, amoiut
to the sum of $346,940.03, being nearly five per cent, upon the capital, and
"V-i:^^
^<. '.
I Baltimore and Ohio Railroad. , 356
one per cent, more than the net earnings of the year ending on the 30th of
September, 1843.
The injuries to three of the culverts near Harper's Ferry, alluded to in
the last annual report, have been fully repaired, and the work finished in
the most substantial manner, at a cost of $1,500 less than the estimate pre-
sented in that report.
The board regret that, in the present report, they are called to record an
accident to the bridge over the Potomac at Harper's Ferry, by which one
of the arches of that structure has been destroyed.
The arch gave way under the weight of a single Engine and tender,
after sustaining the entire work of the road for nearly two and a half years,
and, only the day previous, eight heavy trains of passengers and burthen,
without the slightest indication of defect or weakness in amy part.
Providentially, no life was lost, and but slight injury sustained by any of
the men who were carried down in the fall ; nor was the engine materially
damaged.
A delay of a few hours only was occasioned in the passenger travel, and
the interruption in the tonnage transportation was less than a week.
The remaining six arches of the bridge, even those contiguous to that
which fell, have received no injury from the fall.
A thofbugh investigation into all the particulars of the accident, has sat-
isfied the board that it was occasioned by the decay of several pieces of tim-
ber, comprising an important part of the framing of the arch.
This part of the superstructure, in order to protect it as far as practicable
from the weather, had been closely covered by weather boarding and roof-
ing, which rendered it inaccessible to the ordinary inspection constantly
made of these structures ; and the timber having been in use for two years
only, there was no reason to suspect any unsoundness.
No settlement of the frame had previously taken place inconsistent with
the soundness and safety of the structure, and it had borne, only the evening
previous, the usual trials of its strength ; indeed the final fracture took place
in a part of the frame so situated, and so surrounded and kept in place, as
that there could be no sensible yielding without a total giving away. The
decay, therefore, most probably proceeding from an unperceived leak in the
tin roof and the spreading of the water between the several pieces of timber
composing the straining beam, had been progressing silently and unsuspect-
ed, until the strength of the remaining sound wood became insufficient to
withstand the strain to which it was subjected.
This accident, it is believed, does not authorize any suspicion of an inhe-
rent defect in the principle of construction of this, or any other bridge em-
ployed on the line of the road. In the opinion of the skilful engineers, by
whom the plan of the bridges was adopted, it is a combination of the most
excellent and approved forms of superstructure known to the science of en-
gineering : the principal features being modeled after those of the celebrated
bridge over the Rhine at Schaff haausen, which, previously to its destruc-
tion by fire, was considered one of the most admirable specimens of the art
in the world. The heavy trade of the railroad, and of numerous droves of
cattle on that part of it common to the public, which the ruined arch had
withstood for more than two years, and the greater evidence of strength of-
fered by some other bridges precisely the same in principle on other parts
of the line, for upwards of five years, also inspire great confidence in the
Slan of these structures ; which, from the lesson now learned, may be ren-
erad even more secure in the future.
Immediately after the occurrence of the accident, the weather boarding
.**''
356 Baltimore and Ohio Railroad.
was removed from all the other structures upon the Ime of the ^dacfj'and a
minute investigation made into the state and condition of all their parts.
ft Every precaution will be immediately taken to give additional strength
and security to these structures ; and nothing will be omitted to prevent a
recurrence of an accident.
The board have already determined upon a plan of reconstructing the
arch at Harper's Ferry, which will not only ensure more adequate protec-
tion of the timber from the effects of the weather, but, at the same time, ex-
pose all parts of the structure to a daily and minute investigation of their
condition.
The entire loss occasioned by the accident, and the sum required to restore
the arch to a condition of even greater strength and security, is estimated
not to exceed $7,594.40, being 88,933.92 less than the surplus revenue of
the year just ended.
In all other respects the entire line of the road, including the depots and
water stations ; together with the cars, engines and machinery of every de-
scription, are in a state of thorough repair, and adequate, without augment-
ation, for the accommodation of twelve per cent, more than the business of
the past year.
During the year there have been paid to the Messrs. Baring an instal-
ment of $50,000, and interest to the amount of $14,809.72, amounting, with
the cost of placing the funds in England^ to $71,106.92, and the former
being paid in advance produced a saving in interest of $1,100. After these
payments the balance due Messrs. Baring, payable in annual instalments of
$50,000, is reduced to $200,000.
In the same time there has been paid from the receipts of the year, for an
additional engine mentioned in the last annual report ; for walling the shafts
of the Doe Gully Tunnel, keying up and refitting bridges ; for the sideling
at Dam No. 6, under the arrangement with the canal company ; for im-
provements at the Cumberland depot, balances for right of way, and various
other items arising out of the construction of the road, the sum of $46,747.45.
There have also been paid in the year $29,200 of the debts remaining
unpaid, alluded to in the last annual report ; leaving of this class imsettled
only $11,500, which is yet in litigation.
Besides the foregoing items, there have been applied during the year
$38,216.74 to the construction of coal cars for the transportation of coal
from the mines to Baltimore, pursuant to "the contract with the Maryland
and New York iron and coal company, referred to in another part of this
report : and which, during the present year, the board propose to reimburse
from the proceeds of the coal trade.
After these payments, and the payment of interest on account of the miC
lion loan, the net revenue of the year from the main stem, (including the
sum'of $61,956 received from the Washington road,) amounts to $200,582.-
18, and with $10,945.14, the surplus of the year 1843, makes an aggregate
of revenue on hand from this road, of S21 1,527.32.
Of this, the board have applied to the purposes of the sinking fund, ac-
cording to the resolution announced in the annual report of 1842, for the
reimbursement of the loan contracted for the construction of the Washing-
ton road, the sum of S20,000, and of the balance, they have determined to
divide among the stockholders, two dollars and fifty cents upon each share
of stock, payable on and after the first day of November next ; leaving a sur-
plus of §16,527.32 ; being $8,932.92 more than the cost estimated to repair
the loss occasioned by the accident to the bridge at Harper's Ferry.
^ While reporting the condition of the main stem, and result of the opera-
' ■r"*' ■;
.'<-&>iy^.*iix--m'/ .t'M^ .-J':^?t^i -.'•.^fi^lKi.'r
I ' ' . Baltimore and Ohio Railroad, 357
tions of the year, the board would not discharge their duty if they failed to
recall the attention of the stockholders, and especially that of the city au-
thorities, to the onerous expenditure annually incurred by the necessity of
introducing passengers and burthen into the city by the employment of
horse power, and which must necessarily subtract that sum, whatever it
may be, from the amount which might otherwise be divided among the
stockholders, and paid into the city treasury. This source of expense, al-
ready amounting annually to no less than $18,171.77, must continue to in-
crease in proportion to the augmentation of trade and travel over the road.
Considering the numerous sources of competition with which, in its pre-
sent unfinished condition, this work so essential to the prosperity of the city,
must contend, every motive of sound policy would seem to recommend the
utmost possible reduction in the expenses of transportation ; and if Baltimore
hopes successfully to contend with other rival works, in whatever quarter
they may exist, the public authorities will find it necessary to lend all the
aid in their power to cheapen the introduction of produce and merchandize
into this market.
The necessity of employing horse power through the streets of the city,
does not add less than ten cents per ton to transportation of all kinds upon
the railroad ; of which the obvious effect is not only to drive much of the
trade to other channels, but to reduce the net revenue upon that which it
may be possible to retain.
. The harmless employment of steam power under proper regulations in
the streets of other cities, and, by another company, in those of Baltimore,
already shows that the privilege may be extended to this company without
serious apprehension of damage ; and it maj' be safely affirmed that if the
city authorities desire to retain the present amount of trade in flour and other
produce ; or to enjoy to any considerable extent the advantages of the trans-
portation of coal, this privilege will be indispensable.
In the last annual report, the stockholders were informed that, upon the
application of the Chesapeake and Ohio canal company, the board has
consented, wish their existing power, and as a part of the general trade, to
engage in the transportation of coal from Cumberland to dam No. 6 on the
canal, at two cents per ton per mile, to be thence carried by canal to the
District of Columbia ; and it was at the same time stated that, the company
might engage in it al a less charge on the whole or any part of the line.
It will appear in the course of this report, and has already been officially
stated to the legislature, that it may do so at little more than half that charge.
The charge of two cents per ton per mile had been previously established
as the fixed rate for the transportation of coal, without regard to time, dis-
tance or quantity ; and the object of the canal company, in proposing the
arrangement, was to induce this company to provide the necessary sidelings
at dam No. 6, and engage in the transportation, in connection with the ca*
nal, at the same rates.
If in the opmion of the canal company a less charge than two cents per
ton per mile would have been necessary for the success of the arrangement
it desired to make, it would have been practicable to make an arrangement
for that purpose ; and if the railroad company could have relied upon an
amount of trade equal to 50,000 tons per annum, it would have been willing'
to have increased its machinery for that purpose, according to the growth
and requirements of the coal trade.
The canal company proposed the charge of two cents as a rate mutually
for the interest of both companies ; and, in the opinion of those proposing it,
as low as would be necessary to insure the transportation of coal upon th**
358 Baltimore and Ohio Railroad.
I---------- "'^
railroad to dam No. 6, in sufficient quantities " to meet the growing de- '
mand in the market for that article."
Representing the toll on coal by the canal from dam No. 6 to George-
town, at half a cent per ton per mile, and the freight at the same, the presi-
dent of the canal company believed that two cents per ton per mile on the .=
railroad, even during a period of two years, " would enable the dealer to ,.
Sell his in market at a profit sufficient to encourage the trade."
The means of transportation at these rates being insured, the extent of •
the demand would, nevertheless, in the opinion of the canal company, be
uncertain, and the trade necessarily in some degree, an experiment, only to
be determined by circumstances ; though from assurances received from
parties concerned in the coal fields, the quantity of iron and coal which one .
company alone would require to be transported the first year, it was thought ...
would amount to from fifty to eighty thousand tons : that " a regular supply ?
being furnished the principal steamboat company on the Hudson would con-
sume about $500,000 worth annually, and that the consumption of the city
of New York alone, would not be less than 200,000 tons per annum."
^ The canal company rightly judged that, if the coal fields of the Alleghe-
ny could be developed to such an extent, or even in a far less degree, the
arrangement proposed would be mutually advantageous to both companies ;
and although this company was in no degree misled by these expectations,
and were satisfied that many years would elapse before they could be real-
ized even to a moderate extent, they were unwilling to reject an appeal thus
made, and decline a business upon terms which, under any circumstances,
and without reference either to amount or regularity, would yield af^ood
profit.
The result however has proved that the canal company either greatly
overrated the ability of the coal dealers, or the extent of the demand; since
from that time to the 30th ultimo inclusive, notwithstanding this company
provided a sideling at dam No. 6, costing $2,000, — less than 4,000 tons of
coal, and not any iron, has been oflTered for transportation in the manner
contemplated by the arrangement. It may be added that, during the same
period, no evidence was afforded that any capital had been obtained for *
working the mines, or any arrangements made towards the preparation of
the necessary transportation of coal from thence to Cumberland ; except in
the instance of a single company ; and by that, arrangements have been
made Avith the railroad company for the transportation annually, for the pe-
riod of five years, of fifty thousand tons of iron, coal and fire brick, from
the mines to Baltimore.
Under such circumstances the board deemed it inexpedient to make any
addition to their existing power, or to adopt the improved machinery by
which it is now certain the cost of transportation, may be, and in fact has v
been reduced to little more than half the charge assented to between Cum-
berland and dam No, 6.
Until the board could be certain of completing the railroad to Cumber- ^
land, there was little occasion to investigate its capacity for the transportation
of coal ; and indeed from the character of the machmery generally in use -
upon railroads before that period, a general impression prevailed that for
heavy articles, the value of which in market bore so small a proportion to
their weight as to admit of very low charges, for long distances, these roads
would not be a desirable mode of transportation.
For, although a like weight of flour and coal, other things being equal,
might be transported at the same charge, it is nevertheless obvious that in
consequence of the greater value of a ton of flour than an equal quantity of
• Baltimore and Ohio Railroad, 369
coals, a rate of charge which might well be paid by the former, would be
altogether too high for the latter.
The improvements in railway machinery, however, have been gradually,
but constantly, progressive ; and in the spring of 1842, when it was certain
that in the course of the year the railroad would be completed to Cumber-
land ; anticipating that, from that time they might be required to some ex-
tent to engage in the transportation of coal, at least for the consumption of
Baltimore, the board directed a thorough investigation by Mr. Knight, chief
: engineer, into the power of their machinery for the purposes of transporta-
tion generally, includiiig that of coals and iron.
For the better understanding of what follows, it may be proper here to
■. state that, the chief, if not the only object for which railways were first in-
troduced, was the transit of heavy merchandize at a moderate rate of speed ;
and, for many years after their introduction, were exclusively used for the
purposes of the great colliery railways in England. As late as the year
1821, the first of the modern or travelling class was authorized in England:
; and in 1826 the railway between Manchester and Liverpool was chartered.
■* Down to that time the transportation of heavy merchandize was the chief
object it professed ; and even then it was not determined to employ locomo-
tive power. As late as the year 1829 when it became necessary to deter-
mine the nature of the power to be employed, the utmost capacity hoped to
be attained in the locomotive was an engine weighing not more than six
tons, capable of drawing on a level and straight road, at ten miles an hour,
three times its own weight, and to cost less than 83,000. Although at
least one eminent engineer in England ventured, at that time, to hazard the
speculation that at some future day an improved engine might be construct-
; ^ with capacity to maintain a speed of twelve, sixteen, eighteen or twenty
'.: miles an hour, it was treated in the official reports of commissioners select-
ed to determine the nature of the power, as so extravagant as to prejudice
' the scheme of employing the use of locomotive power.
Long before the spring of 1842, this speculation had been more than re-
; alized.
The genius of American artists also had outstripped the improvements in
, England ; and this company was actually employing upon their road en-
fines weighing fourteen tons, running on eight wheels, of which four were
rivers ; and capable of drawing on a level and straight road 600 tons, and
over grades of eighty-two and a half feet, with curves of one thousand feet
radius, not less than eighty tons at a speed of eight miles an hour.
The investigation made by Mr. Knight, under the direction of the board,
contemplated the use of this class of engines. So far as it related to coalj^
it also contemplated a regular trade, which, in his estimate, he charged with
a full share of the expenses of maintenance of way, and interest of six per
. cent, upon the capital. Including these elements, he estimated the cost of
the transportation of coals from Cumberland to Baltimore at one cent and a
half per ton per mile. Comprehending the same elements, the cost would
• have been less from Cumberland to dam No. 6.
The report of Mr. Knight was submitted and published in March, 1842 ;
and as early as that period, Ross Winans, an ingenious mechanic of Balti-
. more, had not only contrived a far more important improvement in the loco-
motive, but had actually constructed an engine Aveigning twenty tons, run-
ning on eight wheels, all of which are drivers, — and with the weight equal-
ly distributed over the whole, so as that the bearing upon any one is not
• greater than upon that of the ordinary machine of ten tons weight, — capable
y, of hauling over a level and straight road, 1 100 tons ; and over grades of
360 Baltimore and Ohio Railroad. •
eighty-two and a half feet to the mile, with curvatures of one thousand feet
radius, about 170 tons, at a speed of eight miles per hour.
With a knowledge of the results of Mr. Knight's investigation and of the
further improvements and advantages in railway machinery, it was impos-
sible the board should doubt their ability to engage in the transportation of
coals, at rates not only profitable, but sufficiently low, according to any rate
of charges then known, to exclude the apprehension of rivalry from other
quar ers. In this sense only are the observations of the board upon this
part of the subject, in their second reply to the house of delegates, when
confined to their context, to be appropriately taken.
The capacity of the railway for the transportation of coals was according-
ly announced in their annual report of October 1842; and it was at the
same time assumed that, when the road should be completed to Cumberland,
and thence to the mines, the demand in the market of Baltimore, and other
parts of the Union, might, in a short time, require the transportation of 100,-
000 tons of coal annuallJ^
The board was satisfied that without suitable conveyances from the mines
to Cumberland, neither the coal nor iron could be advantagednsly sent to
market from Cumberland, by any channel whatever ; and, in the meantime,
they deemed it inexpedient to make any preparations to engage in the busi-
ness. They considered it not less apparent that even after sach conveyances
should be provided, the trade in coals, would be regulated by the extent of
a demand, in a great degree dependent upon the price at which the article
could be afforded.
Neither point was free from embarrassment, and the interest of the stock-
holders required that the subject should be investigated with great care.
The grounds upon which a just determination could be made were in some
degree speculative. So far as any positive data could be obtained, the con-
sumption of bituminous coal had been gradually and regularly diminishing,
and that of the anthracite increasing in a much larger proportion, and, with-
in some years past, with great rapidity. The latter had been advantage-
ously adapted to the manuflicture of iron: more extensively to the use of
steamboats, locomotive engines, to the purposes of manufactures generally,
and for all domestic uses. The consumption of this article had been gra-
dually extending throughout most parts of the Union. From the facilities
of delivering it in the market by the Delaware and Hudson work, the Read-
ing railroad and other improvements in Pennsylvania, the price had been
gradually diminishing, and the low price at which it was ordinarily selling
in the markets of Philadelphia and New York, made it quite plain that thft
existing demand for coals, for most purposes throughout the coijntry, was
fully supplied by it.
It was, therefore, obvious that the introduction of the Cumberland coal,
in any considerable quantity, could only be effected by superseding, to near-
ly an equal extent, the use of the anthracite ; and from the preference so
long given to the latter, and the adaptation of machinery of all kinds to its
use, they believed the degree in which this might be effected for many years
at least, exceedingly doubtful ; too doubtful, in their opinion, to warrant a
large expenditure of capital in preparations for the trade. It was desired
rather that the extent of demand should be previously tested by actual expe-
riment.
If any reliance could be placed upon the estimates of the cost of transport-;
ation upon canals by the improved Ericsson propellers, it was evident that,
with suitable roads from the mines to Cumberland, and the use of the rail-
road to dam No. 6, even at the rate of two cents per ton per mile, the expe-
V/VA' --l.'^'--r. ". .i': ^:i' *-.-...',■%. "' *■■*■-• '-Jv **<*•> */V-i '
,..■■'. .s5>:- -•:->,
' Baltimore and Ohio Railroad.
riment might be made with nearly the same advantage as when that work
•hould be completed to Cumberland. ''
In that case, the charge for transportation upon forty-five miles of rail-
road, at two cents per ton per mile would amount to ninety cents : the tolls
one hundred and thirty-four and a third miles of canal at half a cent per ton ,
per mile for the cargo, and two cents per mile for the boat, (assuming the
average cargo of boats to be eighty tons) would be seventy-four cents : and
if to this should be added thirty -three and a half cents for transportation on
one hundred and thirty-four and a half miles of canal, at the rate of forty-
six cents for one hundred and eighty-four and a half miles, and thirty-five
cents for contingencies and transhipment at Georgetown, making together
sixty-eight and a half cents, the entire cost of transportation by this mode,
of a ton of coal from Cumberland to Georgetown, including expense of put-
ting it on board a vessel at that place, would not exceeed two dollars thirty-
two and a half cents.
If the charge upon the railroad should be placed at one and a third cent
per ton per mile, as it might be, the entire cost of coals, according to the as-
sumed cost of the Ericsson propellers, from Cumberland to Georgetown,
would be only two dollars two and a half cents per ton.
Without meaning to vouch for the results expected from the application
of the Ericsson propellers, no reason was perceived why they might not be
used with the same advantage, below as above dam No. 6 ; and that if a
demand for the Cumberland coal could, under any circumstances, be created
to any extent, it might not be effected as well in the manner here mentioned,
as by any other means.
It appeared to be the plain duty of the board, therefore, to await such de-
relopments ; and, lo engage in the business when it should be demanded by
the public, and be profitable to the company.
In the month ot January 1844, and previously to the order of the house
of delegates of the 24th of that month, the board were officially informed
by the president of the Maryland and New York iron and coal company,
that having procured the funds requisite to construct a' railway from the
mines to Cumberland, he was anxious to proceed with the work ; if the
charge for the transportation of iron and coal from the mines to Baltimore,
could be fixed at «!uch rate as would warrant him in adopting the Baltimore
and Ohio railroad for the transportation of his products.
The same officer subsequently proposd a contract for that " purpose,
to continue for five years after the completion of his road ; to furnish a
freight of coal, pig iron, bar iron, fire brick and castmgs and other manu-
factures of iron, (the principal freight being coal) in quantities of one hun-
dred and seventy-five tons per day, for three hundred days ia the year./
The construction of the railway from the mines to Cumberland, was repre-
sented as dependent upon the acceptance of the proposition by the railroad,
company, upon terms which would be entirely satisfactory.
After the necessary investigation of the subject, the board agreed to fur-
nish cars and moving power, and to transport the freight proposed from the
mines to a suitable shipping point at Baltimore, at the rate of one cent and
one third of a cent per ton per mile, a distance of one hundred and eighty-
eight miles, with an addition of ten cents per ton for transportation through
the streets of BaUimore ; the cars to be loadtd and unloaded at the expense
of the Maryland and New York company, and when iron and other arti-
cles should be transported in house cars, there should be added for such ary
tides one cent per ton per mile for one hundred and eighty-eight iniles.
These terms were accepted by the Maryland and New York company,"
303 Baltimore and Ohio Railroad. - '
who proceeded to the construction of the railway, and to make the other re-
quisite preparations to carry it into effect.
This company also is preparing the proper number of the heavy engines,
and coal cars ; and both parties have mutually agreed that the operations
under the contract shall commence on the first day of November next
The estimates of cost upon which the board felt warranted to enter, into
this contract, will be found in the appendix to this report
In the course of a short time, therefore, any speculation which may in
any quarter be indulged of the ability of either party to comply with its en-
gugements, will be at an end: and the adaptation of the railroad to the trans-
portation of coals and iron at the above rates will be subjected to the test of
actual experience.
On the 25th of January, and February, 1844, respectively, during the
negotiations with the Maryland and New York iron and coal company,
and without the prompting or knowledge of the board, two orders passed
the house of delegates, requiring the president and directors to report to
the house the lowest rate of toll per ton per mile, at which the company
would agree to transport coal, iron, etc., from Cumberland to dam No. 6,'
under a permanent arrangement ; and also to report upon various other
points comprehended in the orders.
These orders and the several replies of the board to the points embraced
in them, dated the first and fifteenth of February, will be found in the ap-
pendix to this report ; and will afford, it is believed, a satisfactory view of^
the whole subject.
If by the inquiries contained in the orders, the legislature designed, as it
may be presumed they did, to invite or lead the railroad company to lend
its assistance to the encouragement or development of the coal trade, the
terms upon which the board expressed their willingness to do so must be
conceded, in any view of the subject to be just and reasonable.
The rates of charge, stated in the replies, were little more than one half
of those that had been previously proposed as quite low enough to develope
the trade ; and, sufficiewtly low, in the mode indicated in this report, to en-
able the dealer to put his coal on board of a yessel at Georgetown, and
thence at New York at less cost, it was supposed, than coal from other parts
of the Union had been previously delivered at the same city.
Indeed, the rate of charge assented to by the railroad company appeared
to be so much lower than had been anticipated, and so much below what
had been previously deemed sufficient, as to beget an apprehension of the
ability of the company to engage in the trade at such rates.
The other terms presented in the replies of the board cannot be deemed
less reasonable. They required only, previous to expending the capital of
the stockholders in making preparations for the trade, that communications
absolutely indispensable to the transportation of ,coal to market should be
made from the mines to Cumberland ; that capital should be provided to
work the mines, and that responsible parties should engage to furnish coal
in proper quantities, to employ the machinery necessary for its transporta-
tion.
These conditions were considered as the appropriate evidence of the ex-
istence of a demand to an extent, short of which, no means of transportation
would be needed.
The coal and iron of the Allegheny region is not to be developed by a
demand dependent upon a precarious and occasional supply. On the con-
trary, it can only be effected by steady operations, conducted with such capi-
tal as will be adequate to maintain a regular trade ; and if those concerned
■ -^ ■'■■■'■ ■ , . . -H-- ■—■■■■-:■■->
^ t->- ;■!:• ,.-
. f'/ : Baltimore and Ohio Railroad. 363
in such operations have no confidence in a demand equal to th© sale of fifty ■
thousand tons per annum, there can be little inducement for the preparation
of extensive conveyances to market. The board at least was unwilling to
expend one or two hundred thousand dollars in machinery, not adapted to
other purposes, for a branch of transportation dependent upon casualties by
which it might be only occasionally employed : and unless they would have
been content to rely upon vague expectation, and a precarious trade, it is dif- ,
ficult to imagine any conditions more reasonable than those prescribed.
That the estimates of the cost of transportation are sufficiently liberal,
there need be no reasonable doubt.
Founded by the actual experience of the company in their operations,
they are little liable to error ; and are sustained not only by the engineers
by whom they are prepared, but by Mr. Knight, by whom they have beea
carefully examined, and compared with the elements of his former report
That they may be fairly understood, these estimates must be considered
in reference to the particular trade to which only they are applicable.
They suppose a distinct branch of transportation separate from, and whol-
ly independent of the general trade and traffic of the road ; and therefore
not properly chargeable with the existing and fiiedWxpenses incident to the
general miscellaneous business ; which would be the same without the trade ■''
in coals. "
They also include only that degree of wear and tear due to this particular
operation. >^' : ,•
The estimates suppose also : First — the use of the heavy improved en-
gines, possessing double the capacity of those assumed in the former report
of Mr. Knight. Second — a cheaper and lighter description of cars, by-
which the useful load in proportion to the weight of the car is consider-
ably increased ; and Third — a larger amount, and greater regularity in the
trade.
Conforming the data embraced in the report of Mr. ICnight of 1842 to
these elements, the present estimates will be shown to be abundantly suffi- ,
cient. They have also received the approbation of respectable scientific .
journals throughout the Union, and are found to be even more liberal than i^
those comprehending the actual cost of similar transportation upon other v.:
roads in the United States.
All estimates of the actual cost of transportation upon English railveays,
of which we have any accurate knowledge in detail, are of a date so remote
as to embrace, only the earlier description of locomotive power ; possessing
from a third to a fifth of the capacity of that proposed to be employed upon
the Baltimore and Ohio railroad in the transportation of coals : and contem-
plate the use of a description of cars weighing one ton and three-tenths, and
with a capacity to carry two tons and six-tenths of coal.
Conforming the actual cost, according to the experience in England, and
the description of machinery there employed, to the improved engines and
cars to be used by this company, it will be foud to correspond with the pre-
sent estimates, and to verify them in every particular. By the most recent
authority of the best approved authors of England, it has been confidently
stated that coals may be transported upon English railways at half penny per
ton per mile : which is not only about the same as the cost assumed in the
estimates of this company, but, when taken in connection with the more ex-
pensive operations of English railways, would warrant even a less estimate
in the United States, than that now given.
The board have it in their power to state also, that, subsequent to the date -
of the estimates submitted to the house of delegates, a further improvement .
• ".
364 Baltimore and Ohio Railroad.
has been made in the construction of the coal cars, by which a greater rti^
duction in the cost of transportation is effected.
»' The estimates submitted to the house of delegates adopted a car of a wood
frame, costing three hundred and eighty dollars, weighing three tons and
carrying seven tons of coal. In the improved car, subsequently invented
and now adopted, sheet iron, in a cylindrical form, is substituted for wood,
costing three hundred and forty dollars, weighing two and a half tons and
carrying seven tons of coal.
In the appendix to this report the board subjoined a revised estimate of
cost founded upon this improvement, and including interest of six per cent,
upon the capital employed in the machinery ; by which it satisfactorily ap-
pears that coal may be transported from the mines to dam No. 6, at a cost
less than one cent per ton per mile ; and to Baltimore at a cost of one cent
and half a mill per ton per mile.
It is thus shown that the statement of the capacity of the railroad submit-
ted by the board in their reply to the legislature of the 15th of February
1844, is in all respects confirmed, and may be fully relied upon.
The board desire again to repeat that whether it may be expedient to en-
gage to any extent in the transportation of coal at the rates now estimated,
must depend upon contingencies not at present to be foreseen. They have
at no time particularly desired to engage in it ; and would always regard
it as quite subordinate to the paramount duty of pressing forward their work
to the Ohio river ; leaving the general trade in coals and iron from the Al-
legheny region, to others more ambitious of monopolizing it. So long,
however, as the railroad may be arrested at Cumberland, the transportation
of these articles must unavoidably form a natural and legitimate object of
attention ; and during this time, if those concerned in supplying the demand,
looking to the advantages of speed and uniformity of working at all seasons,
find it advantageous to resort to the railroad, neither the interest of the stock-
holders nor a due regard to the trade of Baltimore would permit the board
to decline the business.
Second. — Of the Washington Road.
The affairs of the Washington road are she\\Ti by the statements D and E.
These statements show an improvement not less gratifying in the trade
and travel and in the operations of the road, and also in the expenses of
working the road in proportion to the business, that has been already stated
in those of the main stem.
The net earnings for the year ending on the 30th ultimo, are $104,519.-
33, being upwards of six per cent.; which added to the surplus of the pre-
ceding year amounting to $6,275.86 make an aggregate of $110,795.19, or
six and five-eighths per cent, upon the capital of the road. Of this sum the
board have decided to divide among the stockholders six dollars per share,
payable qn and after the first day of November next ; reserving a surplus of
$11,795.19.
The board deem it proper on this occasion to announce their purpose in
future of dividing among the stockholders the net earnings of this road semi-
annually, without reference to the operations of the main stem.
• The sum paid to the State for the six months from the 1st of July, 1843,
to the 1st of January, 1844, being one-fifth of the gross receipts from pas-
sengers, amounted to $18,189.19, and from the 1st of January, 1844, to the
1st of July, 1844, to $22,851.10, making together $41,040.29.
It will be observed that if to this sum of $41,040.29 be added the sum of
$33,000, the amount of dividend to be received by the State from the Wash-
Baltimore and Ohio BailroacL 366>
ingtoh road, $12,500, the dividend from the main stem, and $1,269,60 re-
gularly remitted to London as the interest on £5,250, the amount of the ^
sterling bonds sold on account of the State's subscription of $3,000,000, it
will be seen, that during the year, the State has received the aggregate sum ;'
of $86,809.89 being nearly nine per cent, upon the actual investment in "^
both roads.
The railway, the passenger and burthen cars and depots and water stat ,
tions are in good condition ; and a comparative statement of the operations V
upon the road during the past and preceding year, is here appended, marked F. ^
In the last annual report the board adverted to the rivalry between the
inland route south of Washington, by the railroad through Richmond and
Petersburg, of which the Washington railroad forms an important coimec-.
tion, and the bay line from BaUimore to Norfolk, and thence by the Ports-
mouth and Roanoke railroad: and they stated the desire of the parties inte-^V
rested in the southern railroads, that this company should co-operate with 4 \
them in such reduction in the fare upon the Washington road as might be :
necessary to bring a greater amount of travel to the inland route.
The board also acquainted the stockholders with the provisions of their,
charter, forbidding any reduction in the charge upon the Washington road
with the consent of the legislature, or, in the recess, of the Governor of the -
State : and which also prevents the railraad company from applying to the
legislature for such consent, without conferring upon that body a dangerous- .
control over the chartered privileges of the company. :-^^4r
During the last session an application was made to the legislature by
other parties to consent to a reduction in the charge ; and the railroad com-
pany itself was desirous that the discretion vested in the Grovernor to be ex-
ercised by him in proper contingencies in the recess, should also he extend- .
ed to the board of directors, in order that it might be exercised when a pro- "
per occasion should arise with a better knowledge of the circumstances than
the Governor in most cases could possess.
It is very obvious that at the time of granting the charter, although it es-
tablished for general purposes a maximum and minimum charge, the legis- - ;
iature itself foresaw that contingencies might arise in which it would be ex- - ;
pedientand necessary, temporarily at least, to reduce the charge ; and ac- ; :
cordingly on this ground they authorized the Governor to act in the recess.
Experience has shown that the necessity thus contemplated was not over-
rated by the legislature ; but it has also shown that the discretion they pro- ^
vided for the emergency, has proved altogether inadequate ; and under these ■
circumstances it appeared to the board, not less for the interest of the State
than for the public and the stockholders, that a similar discretion should be
vested in the board, who with a familiar knowledge of the subject, might :
act in this respect under the same responsibility as that under which ail 1
their other duties are performed.
By any existing law, the board have the unlimited power to reduce the '
charge upon ail passengers going and returning between the two cities of -
Baltimore and Washington, or between any intermediate points on the same
day : and no objection was perceived to such enlargement of the power as .
might be found to increase the travel upon the road, and to augment the re- .^
venue of the company.
It pleased the legislature, however, not only to withold such discretion
from the board of directors, but to adjourn without giving any consent upon
their own part to a reduction in the charge ; and it is the opinion of the
board that in consequence of this failure on the part of the legislature, many
passengers between Baltimore and Washington, and Baltimore and points
366 Baltimore and Ohio Railroad.
south of Washington, and also a considerable number who were desirous
of attending public celebrations of various kinds, have been prevented from
using the railroad, to the serious injury of the interest of the State and of
the company.
After the adjournment of the legislatures, measures were taken by parties
more immediately interested in the success of some of the southern railroad
companies, to establish an opposition between Baltimore and Washington,
which has already diverted a considerable number of passengers from the
Washington road.
On the 15th of June last, two lines of stages commenced running for the
conveyance of passengers between Baltimore and Washington and interme*
diate places. On the 25th of August, another line was added, and since
that day three lines have been running in each direction daily, by which
passengers are conveyed from one city to the other, and taken up and set
down at any place in either, at the charge of one dollar and fifty cents eacL
By the annual report of the Richmond, Fredericksburg and Potomac
railroad company, dated 27th May last, it would appear that these lines
have been established under the auspices of that company.
In that report it is stated :
" Large as this increase is the board of directors have no doubt it would
have been materially larger, but for the high charges on the southern tra-
vel, imposed by the State of Maryland, and the Baltimore and Ohio railroad
company on the Baltimore and Washington railroad. /r
" The excessive rate charged on the through travel on this work, has tend-
ed to retain on the bay, and to throw into coasting vessels, or divert over
the Baltimore and Ohio railroad to the Ohio river, a considerable amount
of travel which would otherwise have been secured to the line of railroad
and steamboat communication through Virginia.
" The presidents of the Virginia railroad companies having for years re-
monstrated with the directors of the Baltimore and Ohio railroad company,
and lately appealed to the governor and legislature of Maryland unsuccess
fully, on the unfairness of exacting an undue proportion of the charge which
could be judiciously made on through passengers, the attention of the board ,
of directors has lately been directed to other means of preventing for the fu- '
ture the injury which has hitherto resulted to them from this cause, and
they are sanguine, that by means of an efficient line of stages, which will
be placed about the 15th proximo, on the Baltimore und Washington turn-
pike, and which in connection with the railroad and steamboat companies
will convey passengers between Baltimore and Richmond, and points south
of Richmond, at much lower rates than heretofore, they will be able to re-
cover a large portion of the travel which has hitherto been diverted from
their route by the charge on the Baltimore and Washington railroad.
" Should their expectations in this respect be realixed they will be enabled
to protect themselves against the competition of other routes, at the same
time that they will prevent the reduction in their charge, (which will be
confined to passengers takin|f the stage line,) from benefitting the Baltimore
and Washington railroad, and thereby tending to keep up the exce.<5sive
charge which has hitherto been levied on through travel on that work.
" Should the legislature of Virginia co-operate, as the board of directors
can scarcely doubt they will, by refusing a right of way, or any other pri-
vileges to the Bahimore and Ohio railroad company, until they shall have
redressed the grievance of which the State of Virginia, and the Virginia
railroad companies have so much reason to complain — the board of direct-
ors entertain no doubt it will be ere long corrected.", .„^ ,^„ ,.„^,^:4*^.
i-,- »-..r.
Baltimore and Okio Railroad. 367
It is understood from other sources, although not official, that the Rich-
mond, Fredericksburg and Potomac railroad company, has contracted to pay
the stage proprietors two dollars and fifty cents upon each through passen-
ger carried by the stages between Washington and Baltimore, in either di-
rection, in connection with the lines south of Washington ; and has also
stipulated to pay the stage proprietors five thousand dollars, if the stages are
withdrawn from the route at the compimy's instance. ~ • ? •.
From these documents it is obvious that the stages have been established
in competition with the railroad, for the avowed purpose of coercing, not the
railroad company, for it has no power to act in the premises, but, the au-
thorities of Maryland to engage in a rivalry between different works in ano-
ther State ; in behalf of enterprises comparatively of recent origin, and un-
dertaken with a full knowledge of the declared policy of the State, and of
the positive provisions of the law which it is now sought to change.
It is not to be denied that the Washington road is a Baltimore enterprize,
designed to connect that city with the metropolis of the Union, and to be
supported b/the travel to the seat of the federal government from the north,
east and west, and from Maryland and her capitoL
As a thoroughfare of southern travel, at the date of the charter, the work
was scarcely thought of, for at that time none of the present Virginia rail-
ways, forming its southern extension, were projected: and at this day, near-
ly fourteen years after the origin of the work, the local or Washington tra-
vel is the primary, and the through or southern travel the secondary, in the
most ample sense of the terms.
It is evident from the report already quoted, that it is no part of the ob-
ject of the southern companies to reduce the charge upon the Washington
railroad, in favor of the public generally : on the contrary, they expressly
propose that the reduction should be made in favor of " through passen-
gers" only, or those travelling in connection with the southern lines ; and
that, this object being attained, they would be content with even a higher
charge upon passengers travelling between Washington and Baltimore or
intermediate points : a system which, it is understood, the Fredericksburg,
Richmond and Potomac company has adopted upon its own road.
If the terms of the contract already referred to, be correctly reported, in
the prosecution of their designs and as indispensable to their success, '< the
Richmond, Fredericksburg and Potomac compan]^" does not in fact derive
any greater proportion of the charge for passengers passing over their line,
than if conveyed by the railroad, at the established charge ; but, on the con-
trary, consents to sacrifice, or give to the owners of the stages a bonus of
one dollar upon each passenger carried in the stages, in connection with
the southern lines ; and also to incur a penalty of five thousand dollars when-
ever it may determine to discontinue the cumpulsory means at present em-
ployed.
independently of this sacrifice, it may be well expected that the southern
company will ultimately suffer greater injury from these proceedings, than
can now be foreseen.
It is not unreasonable to suppose that the substitution, in connection with
its route of forty miles of stages, instead of an easy and comfortable railroad,
will increase the advantages already complained of in favor of the bay ri-
val : and the consequences most to be apprehended from this novel scheme
will be the diversion of a greater amount of travel from the inland to the
bay route, and of the local travel between the cities of Washington and Bal-
timore from the railroad to the stages ; such ia £sict, it is believed, is the re-
sult up to this time. ^i
368 i»ii^*ri Communication, w^t^w
It is obvious, however, that whether the passengers be diverted to the bay
line or to the stages, the injurious effect upon the business of the Washing-
ton railroad, will be the same.
The number of passengers conveyed by the lines of stages the entire dis-
tance between Baltimore and Washington in both directions, from the 15th
of June to the 30th of SepLember inclusive, was 3419, and in addition 889
passengers with throu^rh tickets to and from points south of Washington,
making an aggregate of 4308.
During the same period the number of passengers transported in the
trains from Baltimore to Washington at the established rates of the road
was 5676, and from Washington to Baltimore 7486, and in addition 2742
passengers with through tickets to and from points south of Washington.
On the 8th of July last, pursuant to the authority conferred by the 7th
section of the act of 1836, ch. 261, the b»ard of directors of this company
reduced the charge to passengers on the railroad between the cities of Wash-
ington and Baltimore, going and returning the same day, to the sum of two
dollars and fifty cents ior the round trip ; and at the meeting on the 4th of
September, they established the same rate of charge for similar travel from
all intermediate points.
Within this period the number of passengers transported over the railroad
with tickets for the round trip, at the reduced rates, has amounted to 2322,
It will be obvious, however, from an examination of the facts and state-
ments now communicated that, unless the stages be withdrawn altoge-
ther a reduction of the railroad charges upon "through passengers" only,
or those to and from points south of Washington, according to the views of
the southern companies, would not prevent the competition, but that it would
be necessary to reduce the charge at the same time upon all passengers,
passing over the railroad.
By two several communications from the president of the company, dated
the 4th of September, and the 4th instant, the governor was made acquaint-
ed in detail with all the facts herein stated, and to which, up to this time,
no answer has been received.
By these communications the duty of the board has been fully discharged ;
since having no power of themselves to act further in the .premises, the
subject, in the recess of the legislature, can only be submitted to the govern-
or to be dealt with as" he may deem most expedient. -v
To the Editor of the American Railroad Journal and Mechanics' Magazine.
Sir: — Although I am not the proprietor of a single share of any rail-
road, canal or steamboat company, I am not an indifferent observer of the
improvement and prosperity of these several institutions of wealth and in
dustry ; and to the fullest extent they can be made subservient to the public-
welfare, I wish them a hearty God-speed. And as a particularly satisfacto-
ry indication of their growing interest in the public mind, I have noticed
the proposal you make to enlarge the pages and contents of your Journal,
a work which I esteem as among the most honorable and useful to the pre-
sent and coming generations, that emanate from our national press,
. ; ,A? I have not the entire series of your Journal, (as I hope by and by to
possess,) I may be mistaken in the impression, that neither in its pages, nor
elsewhere, does there exist anything like a comprehensive table of the sta«
tiatics of the different railroads in our country, such as would be almost in-
New York and Erie Railroad. 369
valuable to the engineer, the broker, the political essayist, and to the states-
man, in both State and National legislatures. At the patent office in Wash-
ington 1 was both astonished and ashamed of the niggardly provision which
exists even in the library of that great national department not merely of
government, but of national inventive genius. A few only of the latest
parts of your Journal are to be found there, and scarcely an entire series of
any other scientific and statistical publication of our country! For one, I
trust another session of congress will not expire, without placing an entire
series of your Journal and a complete one of every other practical periodi-
: cal connected with the arts and public improvements, whether published
in our own country or in Europe, upon the book shelves of the patent
. office. ■-v^::m^^:,:^:'^\i^_
i. But in respect to your Journal, I think another suggestion is due. It is
a publication that is sui generis in this country, devoted exclusively to the
t. great spirit and the great works of enterprize and internal improvements in
our land ; and it ought to be in the hand of every agent, engineer, contrac-
tor and director upon these works. If any man of responsible trust con-
nected with any of our roads is not your patron I should esteem him too far
behind the age, or too decidedly wanting in spirit and ambition in his pur-
suit, to merit his station. The public safety — the whole travelling public
■;%,'' are interested in the wide diffusion of practical and professional knowledge
respecting railroads and especially the diffusion of it among all persons of-
- ficially connected with their care and management. It carries in it both
the preventives and the remedies of accidents and cheapens though silently
and unseen, the whole system of transportation, while it elevates the stand-
ard of employment and gives new character to the entire business of the
operative.
But I have elaborated into an article what I only started to make into a
congratulatory letter. Whoever begins to think on the utility of your
Journal, cannot well avoid wishing it in the hands of every man connected
with the construction and management of railroads, steamboats and canals
in our country. Such at least is the sincere feeling of your friend and
obedient servant and constant reader, Francis O. J. Smith. ^^
Forest House, Westbrook Jtfe., Nov.lS, 1844. .^ ,,, |
Report of the directors of the New York and Erie railroad company to
the stockholders, 17th October, 1844.
'. The directors of the N. Y. and E. railroad company believing that they
have as far as has been in their power, carried into execution the views set
forth in their acceptance of office, feel themselves called on, as well in re-
» ■ ference to the maimer in which they have fulfilled the trust reposed in them
as to the results which have attended their measures, to submit at the close
of their term of office a brief summary of their proceedings.
It will be recollected by the stockholders, that the critical situation of
V ; the company, prior to the election of 1843, had induced them to place the
control of that election in the hands of a few gentlemen possessing the con-
fidence alike of the community and the stockholders. It was represented
/
370 ■ New York and Erie Railroad.
that the main object of the measure was to ascertain whether the embarrass-
ments of the companty could be so far relieved as to enable an entirely new
direction to submit again to the city and country, the question of the com-
pletion of the New York and Erie railroad freed if possible from all other
considerations than those of the value of work done, probable cost of com-
pletion, the degree of its importance to the city and country, and the facta
which would determine the extent of its pecuniary returns.
The consideration that a work of such vast importance and promise,
might through their instrumentality be again placed in a position to be suc-
cessfully prosecuted to completion, induced the individuals subsequently
elected directors to consent to aid in the proposed effort to carry these views
iato execution.
I For a statement of the manner in which the board undertook their re-
sponsible and difficult duties, and of the measures which were adopted to
effect the ends in view, the stockholders are referred to the report addressed
to the public and published Feb. 8th, 1843, a copy of which has probably
reached every stockholder.
The board then refer to the failure of their various appeals to the public
and to a new plan suggested which met with rather more favor.
The paper prepared on this occasion is annexed to this report. Its main
features were, that 200 persons should undertake to furnish the capital re-
quired of $6,000,000, on condition that priority of dividend at 7 per cent,
per annum, be secured to the holders of the new stock, and that 14 per cent
per annum should be the interest to be paid by the State, in case the Stale
should elect to purchase the road on its completion.
A larger amount has been subscribed on this basis, than on any other,
but the subscription has not reached a sum that will justify the hope that by
its means the capital can be raised.
It is with extreme pain that the board find themselves under the necessi-
ty of presenting this discouraging statement, but they feel that without it, no
proper estimate can be formed of their proceedings, nor a correct idea be
given of the present situation of the company.
Disappointed in the result of their measures for obtaining capital by pri-
vate subscription to the stock of the company, the attention of the board was
next directed to the resources supposed to be placed at their command, by
the act of 1843. By that act the right to issue bonds to the amount of $3,-
000,000, was to be waived for that object. By means of the bonds so au-
thorized, it was proposed to raise $500,000 for the purpose of extending the
road to Port Jarvis, a distance of about 20 miles from the present termina-
tion. It was ascertained that the money could probably be raised in the
manner proposed, if the act would make the security offered good. That
the character of the security might be satisfactorily established the question
was submitted to legal counsel, from whom the opinion was received that
the waiver of the State lien was made dependent on the completion of the
road in seven years from the date of the act, and that so far as that event
was uncertain, there would be a corresponding risk to the bond holders. In
view of this opinion, it was evident that the bonds could not be sold, and the
measure was therefore abandoned.
The stockholders will learn from what has been herein stated, that the-
tuoard under existing circumstances referring especially to the lien which
the Stale has on the entire property of the company, have no resource on
which they can rely as the means of insuring the construction of the road,
«nd complying with the stipulations of the act to the completion of certain
. I
> New York and JSrie BaMroad.
portions in assigned periods. Attention is called to this position, that if it
be found to be correct, those who are hereafter intrusted with the manage-
ment of the interests of the company, may at an early day take the measures
which it renders necessary.
The board are of opinion, that unless the State will agree so to amend
the act, as to allow the property of the company to be pledged as security
for the expenditure of new capital on the extension of the road from place
to place as circumstances permit, there is little reason to believe that any
efficient measures can be taken at present for the extension and ultimate
: , completion of the road. 1
On reviewing the measures of which a brief summary has now been pre-
sented, the board are aware, that views may be entertained by some of the
earnest friends of the road which are entirely opposed to the position taken
by the board, that the work should not be resumed on private subscripticm,
unless the means of its completion were fully provided. They are aware
that it may be contended that with a subscription of one or two millions the
road could have been so far carried forward, that its completion would have
, been secured, almost as soon as by a full subscription at this time.
It has been already stated that the board believe that a sum sufficiently
large to make it judicious to commence the work at all could not have been
obtained on the principle alluded to.
The board would now add that their confidence that remunerating divK
dends would be paid to persons subscribing to the stock, rested solely on
the completion of the railroad to lake Erie, and that therefore they could
V not consistently with their view of responsibility to subscribers to the stock,
ask for their subscriptions on a principle that left that event in great uncer-
tainty. The contingency may not be very great, and by some may even
be considered small, but it has been deemed by the board of sufficient mag-
nitude to involve a responsibility which they do not feel themselves called
on to assume.
The board are gratified on being able to report on the present financial
position of the company, and the amount of business done on the road, in
highly encouraging language. The report of February presented the situ-
ation of the aflairs of the company at the time the present directors came
into office. The property of the compemy was in the hands of assignees,
- and so entirely without resources did the directors find the company, that
the funds required to meet the ordinary office expenses, and to carry into ef-
fect the measures proposed to remove the embarrassments under which the
company was lying prostrate, were only obtained through gratuitous sub-
scriptions of a few friends of the road. The amount so obtained and which
has enabled the board so raaterialy to improve the financial condition of the
company, it has given the board great satisfaction to be able to state that
they are now in a condition to repay, with thanks in the name of the com-
pany, for the aid so timely rendered. r
The measures which are described in the report of February, 1843, ai
being in progress, have since that time been continued and mainly with the
success anticipated.
The embarrassments growing out of the indebtedness have at times
threatened the interruption of the operations on the road, without the aid of
•' which the claims against the company would be of but little value. But
(he representatives of the officers of the company have been successful in
. * effecting arrangements which the interests of the company and the creditors
equally required.
-+^ On the 2d April, 1844, the board of directors adopted a resolution call-
372 New York and Erie Railroad,
^ ing for an instalment to be paid on or before the 20th May last, of five dol-
lars a share on all stock of the company, whereon payment already made
did not exceed fifteen dollars per share, under the penalty of forfeiture of
said stock, and of all previous payments thereon, as provided in the charter
of the company. In default of compliance with such call, 4,290 shares
were forfeited, upon which payments had been made of $48,296.90.
bi the report of Feb. 1844, the net revenue of the 50 miles in use was
stated at ^6,000, and that sum was taken as the basis of calculation in de-
ducing an estimate of the probable revenue of the entire road from the actual
returns of the road in operation.
Since the publication of the report, such has been the increase of business,
that, with a very inadequate equipment of cars and engines, the net earnings
of the year ending Sept. 30, 1844, has exceeded 858,000, being 25 per cent. :
more than the sum stated above.
The following have been the net earnings for the last three years, and
will be seen to present a very encouraging rate of increase.
Net earnings of the railroad for the year ending Sept. 30th 1842, - $31,224
«« " " " 1843, - - 43,815
« " " " 1844^ - 58,678
It may be proper to add that the charges for freight and passengers on
the New York and Erie railroad, are less than other railroads in the coun-
try, probably without exception.
The members of the present board came into office possessing a very
limited knowledge of the merits of the project, of connecting the city of New
York with lake Erie by a railroad. Their duties subsequently, have
made them better acquainted with the grounds on which it is maintained
that its completion will be attended by resuhs in the highest degree import- -
> ant to the city and country. The board would again record what on seve-
ral occasions they have already expressed, their full confidence in the sound-
ness of such views.
This report is signed by Horatio Allen, president, James Brown, vice
president, and D. A. Cushman, C. M. Leupp, F. W. Edmonds, S. Brown,
Theodore Dehon, P. Spofibrd, Anson G. Phelps, Matthew Morgan, John
C. Green, A. S. Diven, Wm. Maxwell, Elijah Risley, directors.
At the annual election held on the 23d of October, 1844, the following
gentlemen were elected directors for the ensuing year, viz: George Gris-
^ wold, Jacob Little, John C. Green, James Harper, Eleazor Lord, Paul
Spofibrd, Stewart C. Marsh, Henry L. Pierson, Henry Shelden, C. M.
Leupp, J. W. Alsop, Silas Brown, Robert L. Crooke, (and Sidney Brooks,
who has since declined) of this city, and D. S. Dickinson of Broome Coun-
ty, A. S. Diven of Allegany and Elijah Risley of Chatauque. At an early
meeting of the board, the following address was ordered.
J Address. — It may be expected that this board should express to the pub-
lic their views of the undertaking, the progress of which is the object of '
their appointment.
Happily the merits of this undertaking are universally acknowledged.
The lapse of time has but rendered them more evident and unquestionable :
and the importance, not to say the necessity of the work to this metropolis,
has come to be very generally felt. But in common with many other pub-
lic works, including those of this State, its progress has been suspended, and
the plans and measures heretofore proposed for obtaining funds for its com-
pletion have failed of success.
* ,. There is, nevertheless, in the community, not only a prevalent feeling in
Nev} York and Erie Rofilroad. 373
^vor of this worlf, but a belief that it may be, ought to be and will be com-
pleted — ^that further delay is neither necessary nor expedient — and that a
practicable plan for its resumption and accomplishment may be proposed,
and would be promptly supported.
Much ot the doubt and discouragement which has heretofore prevailed
has afrisen from want of information on the part of those who were favor-
ably disposed towa!rds it ; but more, by far, from the opposition and misrep-
resentations of parties interested to defeat it, and from individuals who were
disappointed of success in their private schemes. The object of this oppo-
sition was to destroy confidence and defeat the undertaking. It proceeded
from hostility to the work itself, which was viewed as in conflict with cer-
tain local interests, and as prospectively in rivalship with the more northern
route to the lakes, which had been rendered populous and powerful by a
munificent outlay of the public funds. *
The efl^ect of the misrepresentations so long and so industriously propa-
gated, aided as they were by the embarrassments attending and following
the suspension of the work, has been to induce extensively an impression
that there must be some great difficulty, some formidable obstacle, deeply
seated in the scheme itself^ or in the manner in which its affairs have been
conducted. The failure of the company to obtain the means necejisary to a
resumption of the work, appears to have strengthened this injurious and un-
founded impression. Some elucidation of this subject seems therefore to be
called for on the present occasion. ; J
The hostile misrepresentations referred to, had respect chiefly to the
prices paid by the company for labor and materials ; which were alledged
to be exhorbitantly high. Confidence was in this manner impaired and a
door opened to every species of injurious imputation. >.
The facility with which misrepresentation and prejudice on this subject
were propagated, was greatly augmented by the disastrous state of the times,
and by the madness which seized the minds of a portion of the people, who
from being the friends and promoters, proclaimed themselves to be opposed
to the construction of public works, whether by corporations or by legisla-
tive authority, and seemed to exult in the suspension and ruin of every such
undertaking.
Successive legislatures, however, understanding the state of fiicts in re-
gard to the proceedings of this company, far better than the public did, have
passed laws of the most favorable character at nearly every session for the
last twelve years ; not indeed without the boldest exhibition on the part of
some, of the hostility which has been referred to, but generally, neverthe-
less, by strong majorities. In short, the undertaking and its managers, ap-
pear to have had the confidence of the stockholders, of a majority of the le-
gislature, and of that portion of the pubUc generally, who desired the coiq-
pletion of the work. -f
It therefore seems to the board to be due to the character of the undertak-
ing, to say, emphatically, to those who may be disposed to promote it, that
the difficulty in the case is not internal — that it results not from anything
in tho actual condition or proceedings of the company, but from hostile mis-
representations and false impressions to which it has been subjected- Were
this difficulty of a nature to be overcome by testimony, by the results of im-
partial investigation, or by the opinions of disinterested or candid men,
enough would seem to have been done in that way to eflfect the object ; or
on the contrary, enough to show conclusively, that while the ruin of the
undertaking continues to be considered possible, opposition to it and to all
attempts to resume and carry it forward, is to be looked for from the same
374 New York arid Erie Railroad. ' '
source and for the same purpose as heretofore. It can be encountered and
surmounted, not by timidity, inaction, and delay, but only by earnest and
successful action on some feasible plan.
If therefore the city needs and desires the completion of this work, a time-
ly and resolute effort to sustain and provide for it is imperatively called for ;
and to such effort, with a right apprehension of the case, and a practicable
plan, there is no obstacle, but every encouragement. The public need no
further evidence to show that the undertaking is well founded, that its exe-
cution is of the highest importance to this city, or that it will, when com-
pleted, yield satisfactory returns to its proprietors. The city and the whole
country are satisfied in these respects. It remains only to propose and pro-
secute a plan, which those who desire its completion will not deem im-
practicable. There is nothing in its condition, its history or its prospects
to discourage or impair the value of new subscriptions to the stock. On
the contrary if stock in such a work could in any case be deemed desirable
or unobjectionable to the citizens of this city, new subscriptions to this are
recommended by two unusual and valuable considerations : namely, first
that the time necessary for completing the road is brief, compared with that
which would be required, were the work now to be originally commenced ;
and second, that by the law of April 1843, the company are entitled to the
State loan of three millions as a bonus, or a return of the monies paid by
them, with legal interest, on condition of their accomplishing the construc-
tion of a single track of the road within seven years from the passage of
that law.
It should be known, however, that by this law, two years only were al-
lowed for the company to resume the work. The period thus limited, will
expire in the month of April next, and all the benefits of the law will then
be forfeited should the company fail to obtain funds and resume the work
before that date. «
In the same most encouraging and valuable act of the legislature, provi-
sion was made expressly, to supersede the necessrity of any very formidable
amount of new subscriptions to the capital stock. The company was au-
thorized to issue 'bonds for three millions of dollars, being half the amount
required to complete the work, which were constituted a lien upon the road,
in preference to that of the State.
* With respect to that law, no renewal of its provisions can be hoped for,
should the company fail within the time limited, to avail itself of its advan-
tages, by obtaining funds and resuming the work. Least of all, is any mo-
dification of the law for the purpose of authorizing an issue of the whole or
a portion of such bonds, as the sole reliance for the means of extending any
section of the road, reasonably or with any confidence to be looked for,
while no provision is made by new subscriptions for carrying out the entire
undertaking. The object and intention of the legislature was to aid, encour-
age and secure the completion of the entire work. So far as the benefit of
the law was intended as a boon to the southern tier of counties, it was in-
tended for all of them ; and in so far as the legislature designed In this way
to benefit this city, they undoubtedly had in view the entire work, as a tho-
roughfare of commerce with the lakes and regions of the west. And if with
the extraordinary advantages of this law, in a period of commercial prospe-
rity like the present, the means of going on with the work in such a man-
ner as to justify confidence of early and entire success cannot be attained,
what rational consideration can be urged to justify any further public pat-
ronage? If the importance and the merits of the work will not draw to it
the requisite support, who can persuade himself that there is any ground ot
. ^.-i;?^.
* New York and Erie Railroad. 876
hope in the future. If with its acknowledged merits and importance it fails
of support from this city, who can bring himself to believe that any further
encouragement of it would be conceded by the legislature, or could with
any propriety be solicited.
It is known and felt by the friends of this work in every successive legis-
lature, that its benefits are to centre and be realized chiefly in this metropo-
lis, the interests of which in that behalf were so carefully guarded in the
charter, by the provisions which confine it within the limits of the State,
and contemplate its approaching on the east side of the Hudson, and tra-
versing the whole length of the city. They are also aware, that as y^
the city has not been heavily taxed for its construction, the city subscribers
having paid less than $400,000 ; a sum believed to be considerably inferior
to that annually saved to the inhabitants, by the reduction in price of a sin-
gle article of daily consumption, in consequence of the new supplies thrown
upon the market from the counties through which the road is in operation
— while the inhabitants of the coimties on the route have paid an aggregate
approaching $l,aOO,OOa v~ -^
The actual outlay upon this work, including the value of donations for
roadway and other purposes, may be reasonably estimated at five millions
of dollars : consisting of stock of the company somewhat less than one and
a half millions ; debts, chiefly settled by obligations at five years, about six
hundred thousand dollars ; and three millions furnished by the State.
The donations of land furnished for the roadway, depots, stations, and
other purposes, are deemed to exceed in value the loss incurred on the sale
of State stock, and the damages to unfinished work, consequent on suspen-
sion and delay.
Those best acquainted with the subject, with the amount of labor and ma-
terials employed, and the prices paid, deem the work to be well worth all
that it has cost ; and are of opinion, that were it now to be commenced, ta-
king into view the unavoidable loss of time required in such a case, a greater
amount or value of results could not be accomplished for a less sum.
Much more than Half of the work necessary to prepare the entire line of
the road for the rails, has been performed. The work is well done. No
part of it requires to be altered. The plan of the work is in no respect in-
ferior to that of any similar undertaking, and is believed to be susceptible of
no material improvement. The track is six feet in width, in which respect
it is deemed to be more advantageous for so important a thorough&re, than
the narrower tracks on other roads.
Fifty -three miles of the road on the eastern division are in prosperous and
profitable operation. On the Delaware, east of Deposit, between 30 and 40
miles are graded. Between Binghamton and the lake, 150 miles are
prepared for the superstructure, some of which is laid. The timber for the
superstructure is provided for about 250 miles. At the western termination
the rails are laid on about ten miles.
To complete the entire line of the road $6,000,000 is deemed necessary
and sufficient. Towards this sum, the bonds legally authorized are an eh-
gible and safe reliance for 3,000,000. From a variety of considerations it
is believed to be quite safe to rely upon the interior counties for further aid
to the amount of 1,000,000. So that to insure the immediate progress and
early accomplishment of the entire work a subscription of $2,000,000 only
is required. With such a subscription the board would have no hesitation
in proceeding with the work in the confidence that no further call upon the
citizens of this city will be necessary. >
Believing this to be the smallest amount that would give the stockholders
376 '''New York and Erie Railroad,
, ■.■■ :. ..'.■■ : X.'. ■ ::. -... •-.^^.■^.^;
sufficient confidence of success to render their subscriptions safe as ah in-
vestment, and that subscriptions to this amount will be deemed impracticable
or out of proportion for this city, it is proposed to give notice in due form
within a few days, comprising substantially the following conditions, viz: v
1. That books of subscription to the capital stock will be opened for $2,-
000,000 ; the option being reserved by the board of accepting such further
subscriptions as may be made prior to the 1st day of April, 1845. '•
2. That if 2,000,000, and no further sums should be subscribed by that
date, the board will rely for subscriptions for 1,000,000 in the interior coun-
ties, so as to make art aggregate of 3,000,000, which, with the like amount
of bonds, as authorized by the legislature, is deemed sufficient to complete
the road from the Hudson to the lake in such time and manner as to secure
all the benefits of the law of April, 1843. -
3. That an instalment of $5 per share be called at the pleasure of the
board after the 1st day of January, 1845, and that subsequent instalments
be restricted to $20 per share in 1845 ; $30 in 1846 : and $45 in 1847.
4. That as an equitable, and under existing circumstances, an expedient
measure, interest at the rate of six per cent, per annum be allowed on all
the instalments on the stock which shall be subscribed, from the dates of
the respectiee payments xmtil the whole line of the road from the Hudson to
lake Erie shall be put in operation ; and that the same be liquidated and
paid yearly on the 1st day of January,
This address is signed Eleazer Lord, president, and dated 31st Oct., 1844.
It will be remarked that the late board do not regard the bonds as offer-
ing a reasonable security ; Mr. Lord, on the contrary, pronounces them
" an eligible and safe reliance." Their value depends on the probability of
the completion of a single track to lake Erie within four years from this
time ; a contingency involving " a responsibility which they (the late board)
do not feel themselves called on to assume." -
The above extracts will, however, sufficiently explain the tone of the"
two reports. They differ essentially, we might even say they have few
points of resemblance, and we are bound to confess that the change is not for
the better. For example, what is the use of declaring war against " the
more northern route to the lakes," and exciting the hostility of the central
counties from Albany to Buffalo, and of the counties on the eastern bank ot
the Hudson ? We have never heard it hinteft that the appeal of the late
board to the public last spring, failed from any opposition created by the
friends of " the more northern route to the lakes," and we doubt whethei
any such influence will be exerted against the present address, notwith
standing its — as we believe — unfair, and certainly unfortunate insinuations
It is less wounding to our self-love to ascribe our failures to the machina
tions of rivals, real or supposed, than to our own incapacity. The present
board, that is the acting portion of the directors, have long controlled the
management of the New York and Erie railroad, and we would venture
to suggest the bare possibility that some part of their present difficulties may
te owing to the circumstance that their past course has not been quite as sa-
tisfactory to the public, and especially to the stockholders, as it appears ta
have been to themselves. In our enlarged sheet we will endeavor to state
Tables of Excavation and Embankment. ^IP'
clearly and fairly the obstacles which the New York and Erie railroad has
to surmount. We will also notice certain injurious impressions entertained
by large portions of the community, which we shall be happy to aid in re-
moving.
We take a different view of the work from either the present or the late
board. We place its claims on higher ground than they do. and shall take
an early opportunity of developing our views, which we shall endeavor to
do in such a manner as to enable those opposed to us fully to understand
our position, and, if in error, to point out where we are wrong. We have
uniformly and untiringly advocated the cause of this great work, as our
columns for the last ten years will abundantly show. We have even per-
mitted our zeal to influence us so far as to pass by without animadversion
proceedings which we did not approve of This we shall do no more, con-
vinced as we are that the cause of railways is for^varded as much by the
exposure of abuses as by giving publicity to improvements. While keep-
ing a watchful eye on the latter as usual, we shall at the same time try to
steer clear of the censure conveyed in the motto of the Edinburgh Review.
In justice to ourselves we may be permitted to observe that a monthly jour-
nal is scarcely a proper organ for such discussions, but \vith a weekly sheet
we shall again and again refer to the New York and Erie railroad, and we
hope not without effect. -.,.,.-:
s-rThe proof sheets having failed to reach the author there are numerous
errors in the " explanation" of the Tables of Excavation and Embjmkraent,
but fortunately the tables themselves are correct We regret this the more
as we had taken great pains to follow the manuscript, which was unfortu-
nately incorrect, and the proofs having failed to reach their destination and
of course, not hearing of them, we supposed that all was right.
Page 162 line one from bottom, for (D— £?) 2-^, read (D—rf)*-—r.
Page 164 line six from top, for the areas a i E, read the areas a IE. The
d at the end of this line and the h at the begirming of the next line ought
to be together on the same line.
Page 165, if the latter part of table XXII is left out 300 on line four from
top should be changed to 182. E at the end of line seventeen and E' at
beginning of line eighteen should be together. The same remark ap-
plies to A' L' at the end of line twenty-seven and E' at beginning of line
T Pa;^ T Pa?*
twenty-eight. Line thirty for -j^^r——, read --rrvrr- .?'
' ^ ^ 3 MM' 3 MM' >-.y:[-^-::^,0^^ J...
Page 166 line fourteen, for F, read (F). . f<r\?.:4i^ ' ■ -^
« 169 line nineteen, for 2 5' y, read 2 & y^ ' '
« 170 line twelve, for 109529, read 109259. Line fifteen, for 120-731,
v.- lead 120 371.
Page 198 line twenty-eight, for ^^±^, read ^^ ^'^'^Xt.
■^■>i:^<C^:f.:/^'
378 Tables of Excavation and Embankment.
Page 199 the working of example 7 should be as follows:
Depth
H + H'
C. ys. from
H— H'
C. ys. from
•
•. , .
in feet.
in feet.
table xxii.
in feet.
table xiv.
•-.'■■-■
00
'.■«c
20
220
1792
20
1
36
256
2427
16
0
tt-i'
89
325
3912
53
9
» ^ ■'
124
413
6317
36
4
- "* ' ,' " " >■■■•
140
464
7974
16
1
':■- ■-\^
90
430
6848
50
8
i ■ -^V-
60
350
4537
30
3
42
302
3378
18
1
21
263
2562
21
1
VVh,-.-..
00
221
1809
4)41,556
21
1
<^>
29
^-..^v
10,389
._ ». , fc ,
29
10,418
: ^*
•p
Now - — = 10, the correspondig number table xxii is 370,
^370XL,(= 1000)^3^ •
■■s--: i^,'.
100
10418
6718
Hence 6718 X TO (=2) = 13,436 cubic yards is the total content of the
excavation.
Page 200 line eleven, multiplied by 0473, should be placed opposite to
3740, and the inverted commas opposite to 3740 should be omitted.
853
149
6
The same remark applies to the second method of working this example.
All the examples are carried out in detail to show the whole operation and
the multiplications being performed by the contracted method the figures of
the multipliers are ranged in inverted order under the multiplicand.
The number 6046 at bottom of page 200 should be placed over the mul-
tiplier 3820 at the top of page 201 and the " c. yds." and inverted commas
opposite to 3820 should be omitted.
1209
484
18
Page 201 line thirty-one, place -j^ ( Y + y), etc = -2783, opposite to 3872
in the line above.
Page 202 line thirty, the figures 2214, should be 2214-2 and should also
be moved one place to the left and so should the figures under it also. Line
thirty-three, multiplied by -^ (Y X y\ etc. = 0197, should be opposite f
7910 in the line abova ^i
Page 203 lines two and three, for (A' — a), read (A — a'). Line tK?
..K
Items, ,:.*a»^^;'' 'v^' ^ -Mlf^''
teen, place multiplied by etc. = -0047, opposite *7400 in the line above. Line
eighteen, place multiplied by etc. =0197, opposite 7910 in the line above.
Line thirty-one, for ( P — p'), read (P' — p').
Page 204 line one from bottom, omit " by formula ( )."
Page 305 line twenty-one, place A X -5- = —„— etc. = 0175, opposite to
5710 in line above.
Page 207 line thirteen, for "on H," read or H. -^ <;. r
,'rf,;.,'^'^^k-.i-i: TO CORRESPONDENTS. %/ r i-.^'^^i,.
We acknowledge the receipt of sundry papers on the late explosion of "-
- the locomotive Richmond, and shall endeavor to lay before our readers in
. our next a general review of the facts in this remarkable occurrence. The
valuable papers of the United States engineers we have alluded to elsewhere.
- T he report of the Madison and Indianapolis railroad is received and will
be noticed in our next. An elaborate paper on the " Repeal of the duty on
/i railroad iron," by Mr. Casey, will most likely appear in our January num-
• , ber. The views of the writer differ from ours, and we confess that they are
more in accordance with the popular voice, especially in the mining region
.' in Pennsylvania. A review of the objections to a railroad in Broadway, by
; Alba Kimball, in which the writer goes at length into the various ad van-
.■■ tages which would result, and the comparative ease with which the obsta-
:> cles may be overcome. We shall gladly insert any information from " J. .
. ; C." as to the performances of his iron steamer, and the merits of the new pro-
' ;' peller, which is said to exceed Ericsson's in speed, and with a saving in fueL
ITEMS.
The subscription to the new stock of the New York and Erie railroad
i-^ goes on well. Nearly all the papers are out in favor of it, and the time is
'; very favorable, as well on account of the abundance of capital as the early
■; closing of the canal, which brings the merits of railways home to the com- '
munity. ; ;.'-;."
A temporary track has been laid through the Long Island tunnel, but the
> revetment walls of the approaches are not completed. Bitter complaints are
made of the mode in which the company have conducted the work.
The rates of freight during the winter on the railways from Albany to
; ..- Buffalo are fixed at 3, 4, and 5 cents, per ton per mile, besides what the
companies pay the State, 1 and 2 cents per ton per mile, according to the
nature of the freight. From New York to Albany, via..^the Housatonic
■ railroad, the rates aje 7, 9, and 12 dollars per ton of 2000 lbs.
The use of the Drummond light on railways has been suggested to us as
likely to be useful in inginy cases.
The " canallers" at Montreal are very troublesome, and occasionally i
shoot the citizens within a few miles of that city, with perfect impunity.' ":
These occurrences cause public works to be viewed with dread by those in-;
380 ' To Directors and Engineers. - :^ '^
the vicinity, and are cfeeply to be regretted. But, after all, their conduct well
matches that of the board of works, and never Avas the old adage, " like
master like man," more thoroughly verified. ''»
Our Canadian neighbors are waking up on the subject of railroads, and
we shall gladly do all in our power to lead them to the construction of
works destined to serve the country, and not to fill the pockets of political
adventurers. , ;>
We beg to acknowledge the receipt of the first and second numbers of
" Papers on Practical Engineering," from Col. Totten, chief engineer of
the United States. The second of these has appeared in the Journal, and
the first we shall have occasion to refer to hereafter. The style in which
these papers are published leaves nothing to be desired, and we trust they
will follow each other more rapidly than they have hitherto done. We
would suggest that simple and clear statements of work done would be more
useful than ambitious papers, aiming to become regular treatises,a fault into
which young engineers are apt to fall, and to whom we would point out
No. 2, by Col. Thayer, as a model.
TO DIRECTORS, ENGINEERS AND SUPERINTENDENTS
OF RAILROADS AND CANALS. A
It is our intention to give in the enlarged Journal a table of American
railways in the manner of the English railway journals. We therefore
earnestly request from our readers a statement of the length, cost, gross in-
come, net income, dividends and value of stock and such information as
may be necessary to give a correct view of the present state of the several
railways and canals with which they may be acquainted. For example, it
is important to know whether the road or canal is finished, if the profits go
to pay interest on bonds, to extend the work, to renew the track, etc. With-
out these explanations many works would be placed in a very wrong light
and would appear to be worthless, when, in fact, they were just emerging
from their difficulties and about taking their permanent stand among the
roads paying regular dividends. This information is demanded alike for
themselves as well as for the cause of railways generally. Many gentlfr
men may also be acquainted with the particulars of roads little known, ana
may be pleased to give the details of such along with those of the roads oi
canals with which they are more immediately connected.
But, in all cases, we hope to receive the length, cost to this time *and
gross income of 1843 and 1844 to November or to the end of the year, ap-
proximately the amount as nearly as practicable. Regular returns of week-
ly receipts, as now published by many companies, are very desirable and
aid powerfully in drawing the attention of the public to the large amounts
received by these works even in the most unpromising situaiions. It is our
intention to publish such a table and we hope to include many roads who
now make only annual reports.
:•. --.H.
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